SIST-TP CEN/TR 16251:2016

SLOVENSKI STANDARD
01-april-2016
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Railway application - Environmental conditions - Design and test of rolling stock under
severe conditions
Bahnanwendungen - Umweltbedingungen - Konstruktion und Prüfung für Fahrzeugen für
strenge Bedingungen
Applications ferroviaires - Conditions d'environnement - Conception et essais pour
véhicules ferroviaires pour conditions rigoureuses
Ta slovenski standard je istoveten z: CEN/TR 16251:2016
ICS:
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.

CEN/TR 16251
TECHNICAL REPORT
RAPPORT TECHNIQUE
February 2016
TECHNISCHER BERICHT
ICS 45.060.01
English Version
Railway applications - Environmental conditions - Design
guidance for rolling stock
Applications ferroviaires - Conditions d'environnement Bahnanwendungen - Umweltbedingungen -
- Lignes directrices pour la conception du matériel Konstruktionsempfehlungen für Schienenfahrzeuge
roulant
This Technical Report was approved by CEN on 15 January 2015. It has been drawn up by the Technical Committee CEN/TC 256.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, 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: Avenue Marnix 17, B-1000 Brussels
© 2016 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 16251:2016 E
worldwide for CEN national Members.

Contents Page
European foreword . 5
Introduction . 6
1 Scope . 6
2 Normative references . 6
3 Terms and definitions . 6
4 Overview – List of covered topics . 8
5 Design guidance for vehicle . 9
5.1 General . 9
5.2 Temperature related . 9
5.3 Snow and ice related . 9
5.3.1 Ice related . 9
5.3.2 Snow related . 9
5.3.3 Anti-icing and de-icing . 10
5.4 Humidity related . 10
5.4.1 General . 10
5.4.2 Test description . 11
5.4.3 Evaluation criteria . 11
5.5 Thermal insulation . 12
5.6 Mechanical fixations of inner structures to the car body, have to be thermally
interrupted by insulating spacers to avoid thermal bridges. Collision with animals . 12
5.7 Condensation . 12
5.7.1 General . 12
5.7.2 Recommendations . 13
5.7.3 Test description . 13
5.7.4 Evaluation criteria . 13
6 Design guidance for sub systems . 13
6.1 Snow plough . 13
6.1.1 General . 13
6.1.2 Design guidance . 13
6.1.3 Proposal for evaluation . 14
6.2 Bogie and running gear . 16
6.2.1 General . 16
6.2.2 Winter conditions . 16
6.2.3 Summer conditions . 16
6.2.4 Design guidance . 16
6.3 Brake components integrated in bogie . 18
6.3.1 General . 18
6.3.2 Design guidance . 18
6.3.3 Proposal for evaluation . 19
6.4 Compressed air . 21
6.4.1 General . 21
6.4.2 Design guidance . 21
6.5 Sanding equipment . 21
6.5.1 General . 21
6.5.2 Design guidance . 22
6.5.3 Proposal for evaluation . 22
6.6 Suspension level control system . 23
6.6.1 General . 23
6.6.2 Design guidance . 23
6.6.3 Proposal for evaluation . 23
6.7 Tilting system . 23
6.7.1 General . 23
6.7.2 Design guidance . 24
6.7.3 Proposal for evaluation . 24
6.8 Flange lubrication system . 24
6.8.1 General . 24
6.8.2 Design guidance . 25
6.9 Windscreen . 25
6.9.1 General . 25
6.9.2 Design guidance . 25
6.9.3 Proposal for evaluation . 25
6.10 Side mirrors/cameras . 27
6.10.1 General . 27
6.10.2 Design guidance . 27
6.10.3 Proposal for evaluation . 27
6.11 Lights . 28
6.11.1 General . 28
6.11.2 Design guidance . 28
6.11.3 Proposal for evaluation . 28
6.12 Horns . 29
6.12.1 General . 29
6.12.2 Design guidance . 29
6.13 Doors . 30
6.13.1 General . 30
6.13.2 Design guidance . 30
6.13.3 Proposal for evaluation . 30
6.14 Moveable steps . 31
6.14.1 General . 31
6.14.2 Design guidance . 31
6.14.3 Proposal for evaluation . 31
6.15 Pantograph . 32
6.15.1 General . 32
6.15.2 Design guidance . 32
6.15.3 Proposal for evaluation . 33
6.16 Automatic couplers . 33
6.16.1 General . 33
6.16.2 Design guidance . 34
6.16.3 Proposal for evaluation . 34
6.17 Cooling systems . 35
6.17.1 General . 35
6.17.2 Design guidance . 35
6.17.3 Proposal for evaluation . 35
6.18 Traction . 36
6.18.1 General . 36
6.18.2 Design guidance . 36
6.19 Battery . 37
6.19.1 General . 37
6.19.2 Design guidance . 37
6.20 Toilet and water systems . 38
6.20.1 General . 38
6.20.2 Design guidance . 38
6.20.3 Proposal for evaluation . 38
6.21 External cabinets, boxes for equipment, cables and connectors . 40
6.21.1 General . 40
6.21.2 Design guidance . 40
6.21.3 Proposal for evaluation . 40
Annex A (informative) Examples of protection for electrical and pneumatic connections . 41
Annex B (informative) Examples for snow ploughs . 43
Bibliography . 45

European foreword
This document (CEN/TR 16251:2016) has been prepared by Technical Committee CEN/TC 256
“Railway applications”, the secretariat of which is held by DIN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent
rights.
Introduction
In this Technical Report, environmental conditions are related to climate and big animals. Separately
and in combination environmental conditions can represent considerable challenges to the railway
sector as availability, economy, reputation and safety can be severely affected. Both severe summer and
winter conditions occur, and more intense weather is predicted for the future.
The intention of this Technical Report is to help reduce technical risks related to environmental
conditions.
All tests of the different clauses in this Technical Report can be performed either in a climate chamber
or on track, if the corresponding test conditions are given.
1 Scope
This Technical Report gives guidance for designing rolling stock for its specified ranges of
environmental conditions according to EN 50125-1. This guidance covers environmental conditions in
Europe.
The relevant clauses for the particular vehicle should be chosen and described in the vehicle
specification. Depending on the ranges selected, design and/or testing provisions described in this
Technical Report should be taken into account. This Technical Report is a collection of existing test
descriptions and design guidance based on long lasting experience of operators, test centres and
industry.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
EN 50125-1, Railway applications — Environmental conditions for equipment — Part 1: Equipment on
board rolling stock
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1
environmental conditions
physical, chemical or biological conditions external to a product to which it is subject at a certain time
[SOURCE: EN 50125-1]
3.2
winter conditions
conditions with temperatures below freezing point of water, where snow and ice can accumulate on the
vehicle
3.3
summer conditions
conditions with temperatures above 35 °C in addition to intensive solar radiation and hot ballast effect
3.4
ice
is considered as glaze ice or clear ice
Note 1 to entry: It tends to accumulate rapidly and is very hard and therefore more difficult to remove. Such ice
forms when large drops of water strike and spread over a surface whose temperature is below the freezing point.
Mechanical components and the windscreen are elements typically tested with ice. For the test, a certain thickness
of the ice layer is defined.
3.5
dry snow
form of precipitation where tiny ice crystals bond together into flakes, which have little to no liquid
water content and a particle size of about 20 µm MVD (Median Volumetric Diameter)
3 3
Note 1 to entry: The density of this snow is about 200 kg/m and can go up to 350 kg/m if wind pressed.
Note 2 to entry: The snow intensity in kg/m is defined.
3.6
wet snow
form of precipitation where tiny ice crystals bond together into flakes, which have a high liquid content
and a particle size of 50 µm or more
3 3
Note 1 to entry: The density of this snow is about 350 kg/m to 500 kg/m .
Note 2 to entry: The snow intensity in kg/m is defined.
3.7
rain
precipitation in the form of water drops; both the amount that falls and the actual falling action of the
water drops are often called rainfall
Note 1 to entry: Rain intensity is measured in mm/min.
Note 2 to entry: This standard does not scope with tests concerning water tightness of the vehicle and
components.
3.8
condensation
precipitation of water vapour on a surface when the surface temperature is lower than the dew point
temperature of the ambient air whereby water is transformed from vapour to the liquid state of
aggregation
3.9
temperature class
classification system defined in EN 50125-1
3.10
hot ballast effect
heat accumulation of the ballast caused by solar radiation
Note 1 to entry: Heat accumulation of the ballast is caused not only by solar radiation but also by exhausts from
cooling systems, braking resistors or similar devices and subsystems along the train.
4 Overview – List of covered topics
The following Table 1 is an overview of the covered topics of this document and helps to identify the
relevant clause for the user.
Table 1 — System overview
System/ Clause/ Ice Dry Wet Rain Humidity High Low
component Sub- snow snow temperature temperature
clause
Design guidance for 5 X X X X X X X
vehicle
Sub systems
Snow plough 6.1  X X
Bogie and running 6.2 X X X X X X X
gear
Brakes 6.3 X X X   X X
Compressed air 6.4     X X X
Sanding equipment 6.5 X X X X X  X
Suspension level 6.6 X X X
control system
Tilting system 6.7 X X X    X
Flange lubrication 6.8      X X
system
Windscreen 6.9 X  X X X  X
Side 6.10 X    X  X
mirrors/cameras
Lights 6.11 X  X    X
Horns 6.12 X X X    X
Doors 6.13 X X X X X  X
Moveable steps 6.14 X X X X X  X
Pantograph 6.15 X  X    X
Automatic couplers 6.16 X X X    X
Cooling systems 6.17  X X  X  X
Traction 6.18      X
Battery 6.19       X
Toilet and water 6.20       X
systems
External cabinets, 6.21 X X X X X
boxes for
equipment, cables
and connectors
5 Design guidance for vehicle
5.1 General
This clause includes vehicle design guidance related to environmental conditions.
The environmental conditions in Table 2 are covered.
Table 2 — Design guidance for vehicle
Ice Dry snow Wet snow Rain Humidity High Low
temperature temperature
X X X X X X X
5.2 Temperature related
When choosing materials and their combinations, thermal expansion characteristics should be
considered, e.g. aluminium car bodies have approximately 3 times the thermal expansion compared to
steel bodies.
Bending and/or tension caused due to thermal expansion differences can be avoided by e.g. arranging
gaps between interior panels and at the ends of floor elements which take care of the expansion
movement. Material used for components for underframe and bogie should withstand temperatures
higher than the upper extreme temperatures which are caused by e.g. hot ballast.
Materials used for components outside of the vehicle body and bogies can be exposed to temperatures
lower than the lowest and higher than the highest specified extreme temperatures (see EN 50125-1).
5.3 Snow and ice related
5.3.1 Ice related
The vehicle should be designed to avoid damage to. E.g. side walls, underframe equipment, cables,
hoses, windows and doors from:
— ice falling down from accumulations in underframe and running gear;
— ballast stones lifted by the ice falling down from underframe and running gear;
— ice lumps from the snow plough thrown into, for instance cutting walls reflected back to the train;
— ice build-ups falling from tunnel roofs and walls;
— ice lumps lifted by the air turbulence generated by the movement of the train.
5.3.2 Snow related
Bogies, coupler and its ancillaries, roof, cab and underframe are areas, which are exposed to snow
accumulation. As measurement of thickness or weight of snow and ice layers is difficult to perform in
service to get limit values, design should be chosen in such a way that accumulation is minimised and
preferably avoided.
This can be achieved by protection or enclosure of components, geometric shape or choice of materials,
which have reduced adhesion.
In the absence of project specific requirements for the accumulation of snow and ice, the following
additional mass to be considered.
— 0,5 t to 1,5 t per bogie;
NOTE The weight is based on experiences made in Sweden.
5.3.3 Anti-icing and de-icing
At winter conditions with snow on the line and/or in the air and the temperature in the range of
approximately −10 °C or lower, snow will accumulate primarily in the running gear and at underframe
components. This will reduce the possibility to inspect the condition of safety and operational critical
parts/components. Build-up of snow and ice also will reduce the possibility for free movements of
parts/components in the running gear and brake system, hence causing reduced running comfort and
probability for reduced or lacking braking effort. The probability for defective parts/components and
for derailment is at the same time increased.
A simple and quick manual removal of snow and ice at train ends should be possible. Good accessibility
should be considered.
Preventive anti-icing using chemicals like Propylene Glycol is a method which helps prevent build-up of
snow and ice as well as assists with easier removal.
Another method for removing accumulated snow and ice is by hot steam or water.
Methods are:
— thawing by storing inside heated depots or temporary shelters;
— use of high pressure hot water or steam: When de-icing with water, the pressure should not be
more than 0,6 MPa.
The vehicle should not be exposed to sub-zero temperatures before it is dried out. The functionality of
the components should not be reduced due to exposure by these methods. A comprehensive
maintenance instruction (details of water direction, forces, temperature, etc.) should be prepared to
allow for anti- and de-icing of these components without damage.
Instructions for de-icing should be described in the vehicle documentation in order to ensure intended
functionality of the components.
5.4 Humidity related
5.4.1 General
Humidity reduces the effectiveness of thermal insulation. Wet or frozen insulation adversely affects the
performance of thermal insulation. Wet insulation also increases the risk of fungus growth and
corrosion.
Humidity may cause condensation. Condensated water may cause frost action when freezing. Structure,
components and protecting hoses should therefore be made hermetic or have drainage holes at the
lowest position.
Recommended diameter of the drainage holes in structures is 15 mm to 25 mm to avoid clogging by
dirt. For smaller parts/components the size of the holes should be regulated by the dimension of the
components.
The holes should be accessible during maintenance for cleaning and checking they are not blocked. An
example of drainage holes in a small protective box is shown in Figure 1.
Key
1 drainage holes in all four corners
Figure 1 — Drainage holes in a protective box
An example of frost action due to sucked-in and condensed humidity in a closed fully welded part is
shown in Figure 2. Rupture shall show that frost action has damaged the welding and “openend” the
construction by bending of the metal cover sheet.

Figure 2 — Frost action in a closed beam without drainage
5.4.2 Test description
The vehicle should be soaked at temperatures < −10 °C over a minimum of 5 h with all systems in
operation. Then the vehicle should be shunted into an environment with temperatures > +20 °C and
dew point > +15°C. After an operation time of > 10 min the condensation effects of the windows and
head lights (visibility) should be checked. The functional test should be followed by shunting the vehicle
back into the winter environment (temperatures < −10 °C).
If required in the specification, this may be repeated several times to demonstrate freeze/thaw
capability of the train or component.
After a minimum of 1 h, the correct functionality of each tested component should be checked according
to a client check list. It should be checked if permissible water condensation or ice accumulations on
critical components are within the limits given in the check list.
5.4.3 Evaluation criteria
The following pass criteria should be achieved:
— operability of the vehicle under condensation effects;
— no condensation on all operation relevant windows or screens that impairs use (e.g. wind screen,
rear mirror) and signal lights;
— condensation within the limits on critical components (e.g. electrical boxes);
— correct operation of safety related equipment.
5.5 Thermal insulation
Thermal insulation should be fixed to the car body in such a way as to prevent cold bridges to the
interior surface.
Thermal insulation that is not vapour tight should have a vapour barrier on the warm side to avoid
condensation.
The insulation concept should avoid condensation on the interior side of the windows.
For the specification of thermal insulation different temperature levels within the train should be
considered. Relevant data should be exchanged in the design process, e.g.:
— geometrical characteristics of sub-assemblies;
— location of the main heat emitting elements and their heat dissipation;
— thermal time profile;
— characteristics of the cooling system.
5.6 Mechanical fixations of inner structures to the car body, have to be thermally
interrupted by insulating spacers to avoid thermal bridges. Collision with animals
Collisions with large animals like elks, reindeers, cows and horses may lead to critical damages to
vehicles, if this scenario has not been taken into account in the design phase. A damaged train may
cause blocking of tracks and be unavailable for operation over a long period due to repair.
After collisions with large animals, the train should be able to continue its journey at least to the next
station or depot to make cleaning or necessary repairs in a depot.
Most critical damage occurs on electric and pneumatic connections. This kind of damage should be
avoided. Large animals cause frequent accidents in Nordic countries with almost no structural damages
on the load carrying structure of the vehicle.
NOTE 1 Examples for protection for electrical and pneumatic connections are given in Annex A.
Affected areas of vehicles should be designed to enable repair in a depot. Damaged parts should be easy
to replace. An obstacle deflector or a snow plough helps to protect the bogie area.
NOTE 2 Generally, after collisions with large animals, the Nordic experience shows that cleaning is sufficient to
keep the train in service if protection for exposed components exists. The height of large animals (withers height)
is in the range of 0,7 m up to 2,1 m (such as wild boar - elks).
5.7 Condensation
5.7.1 General
The objective is to check the functionality of the vehicle after a rapid climate change (such as tunnel
running with harsh winter conditions and warm humid tunnel conditions) either single or multiple
events.
5.7.2 Recommendations
The vehicle should not be adversely affected by freeze/thaw conditions.
5.7.3 Test description
The vehicle should be soaked at temperatures < −10 °C over minimum 5 h with all systems in operation.
Then the vehicle should be shunted into an environment with temperatures > +20 °C and dew
point > +15 °C. After an operation time of > 10 min the condensation effects of the windows and signal
lights (visibility) should be checked. The functional test should be followed by shunting the vehicle back
into the winter environment (temperatures < −10 °C).
If required in the specification, this may be repeated several times to demonstrate freeze/thaw
capability.
After a minimum of 1 h, the correct functionality of each relevant component should be checked
according to the specification. It should be checked if permissible water condensation or ice
accumulations on critical components are within the limits.
5.7.4 Evaluation criteria
The following pass criteria should be achieved:
— operability of the vehicle under condensation effects;
— no condensation on all relevant windows or screens that impairs use (e.g. wind screen, rear mirror,
cameras) and signal lights;
— condensation within the limits on critical components (e.g. electrical boxes);
— correct operation of safety related equipment.
6 Design guidance for sub systems
6.1 Snow plough
6.1.1 General
This clause includes the guidance for the design of snow ploughs.
The environmental conditions in Table 3 are covered.
Table 3 — Snow plough
System/ Ice Dry Wet Rain Humidity High Low
component snow snow temperature temperature
Snow plough  X X
6.1.2 Design guidance
The objective of a snow plough is to remove snow in front of the train. It is not designed to handle
hazards such as ice slides, landslides, rock falls and fallen trees.
The snow plough may be one or several separate components mounted on the vehicle body and/or on
the bogie. A snow plough mounted on the vehicle body can be combined with the obstacle deflector
which can be designed to function also as a snow plough. In this case, the snow plough should fulfil the
requirements of EN 15227:2008+A1:2010, Clause 5, Table 3.
The vehicle should be designed to operate in the snow class selected for the vehicle which is defined in
EN 50125-1. For class S2 and S3 operation is only possible using a snow plough.
Table 4 — Recommended design forces
Classes Snow level above Design force due to Snow plough Test mandatory
top of rail the snow level functionality
mandatory
[mm] [kN]
S1 0 – 250 a No No
not applicable
S2 250 – 400 b Yes Yes
S3 c 600 Yes Yes
400 – 800
a
Obstacle deflector according to EN 15227:2008+A1:2010 is also enough for removing snow.
b
The forces can be reduced to 200 kN for maximum speed of 120 km/h. By increasing the speed limit
up to 180 km/h, the forces for the snow plough should be 600 kN.
c
For snow levels above 800 mm, the performance of the snow plough is reduced.
Table 4 lists recommended design loads which have proven experiences for speeds of up to 140 km/h.
The forces listed are for the higher snow level within the class. For other train speeds and snow levels
the forces should be determined. The forces should be applied in longitudinal direction uniformly over
the surface of the plough. The surface considered is the plough surface projected in the longitudinal
direction.
The design should avoid any contact of a collapsing snow plough with the track and the running gear.
The type of suspension and position of the snow plough should be considered. The plough may not
exceed the permitted rolling stock gauge taking bogie and vehicle body movements into account.
In order not to exceed the permitted wheel unloading when clearing snow the snow plough should
generate a resulting downwards force to the traction vehicle’s front end. Hence the snow should be cut
from the underside and thrown upwards and to the side. Snow should not be thrown upwards to or
over the wind screen.
Snow plough shapes with proven performance are described in Annex B.
6.1.3 Proposal for evaluation
6.1.3.1 Test description
These on-track-tests should be carried out according to the following test scenarios:
— a drift with a continuous horizontal top surface at the maximum height above the top of the rail
according to the snow class (Figure 3);
— a drift with a top surface declining from a height equal to the maximum height according to the
snow class at half vehicle width to one side of the track centre line to 0,0 m at half vehicle width to
the other side of the centre line (Figure 4).
The heights should be measured from top of the rail, and the length of the drifts should be at least 20 m.
The height of the snow drifts should continue horizontally at least 0,8 m from the bodyside. If it is
practically necessary to limit the drift’s width the side wall of the drift should not be steeper than 45°.
Dimensions in metres
NOTE Top of the drift = maximum height according to snow class.
Key
1 vehicle width
Figure 3 — Test scenario 1: Laterally level snow drift – for verification of wheel un-loading
Dimensions in metres
NOTE Top of the drift = maximum height according to snow class.
Key
1 vehicle width
Figure 4 — Test scenario 2: Laterally sloping snow drift – for verification of Y/Q-forces
The test vehicle’s first bogie should be instrumented with the aim to measure the change in wheel loads.
If the vehicle has a two-axle bogie both axles should be instrumented. If the bogie is a three-axle the first
and the third axle should be instrumented.
The snow density should be recorded before each test run and should be between 300 kg/m and
400 kg/m .
The test vehicle should run into the drift with an initial speed of 40 km/h, and thereafter repeatedly run
into the same and reshaped drift at step-wise (steps of no more than 10 km/h are recommended)
higher speeds while calculating the wheel unloadings before the next step. From these calculations, the
speed limit at which a minimum allowable wheel load remains should be set by subtracting 10 km/h as
a safety margin. The maximum permitted speed when running through areas where snow drifts may
occur should be set to the maximum speed while still obtaining permitted wheel unloadings.
When running through test shaped drifts with low and medium consistency of snow the vehicle should
be able to run continuously without getting stuck in the snow. Sufficient traction power and axle load
will therefore also be of importance.
6.1.3.2 Evaluation criteria
The following pass criteria should be achieved:
— the permitted wheel unloading should not be exceeded;
— the visibility for the driver should be ensured during the test;
— the train should not get stuck;
— no damage should occur.
6.2 Bogie and running gear
6.2.1 General
This clause includes the guidance for the design of bogies and running gear.
The environmental conditions in Table 5 are covered.
Table 5 — Bogie and running gear
System/ Ice Dry Wet Rain Humidity High Low
component snow snow temperature temperature
Bogie and running X X X X X X X
gear
Bogies, coupler and its ancillary equipment, roof and under frame are areas which are exposed to snow
and ice accumulation. A measurement of thickness or weight of snow and ice layers is difficult to
perform in service to get limit values.
The design of the train has a major impact on the amount of snow accumulation resulting in additional
weight. Design should be chosen in such a way that accumulation can be avoided. This can be achieved
by protection or enclosure of components, geometric shape or choice of materials, which have reduced
adhesion.
6.2.2 Winter conditions
Snow and ice can accumulate either around the bogie and running gear or ingress through fortuitous air
paths ingress into equipment. Snow under running conditions can accumulate on the vehicle. It is then
compressed by vehicle movements and turns into ice due to variation in temperature. This may damage
components where movements become restr
...