SIST-TP CEN/TR 17039:2017

SLOVENSKI STANDARD
SIST-TP CEN/TR 17039:2017
01-maj-2017
äHOH]QLãNHQDSUDYH7HKQLþQRSRURþLORRUHYL]LML(1
Railway applications - Technical Report about the revision of EN 14363
Bahnanwendungen - Fachbericht zur Überarbeitung der EN 14363
Applications ferroviaires - Rapport technique de la révision de la norme EN 14363
Ta slovenski standard je istoveten z: CEN/TR 17039:2017
ICS:
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
SIST-TP CEN/TR 17039:2017 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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SIST-TP CEN/TR 17039:2017

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SIST-TP CEN/TR 17039:2017


CEN/TR 17039
TECHNICAL REPORT

RAPPORT TECHNIQUE

February 2017
TECHNISCHER BERICHT
ICS 45.060.01
English Version

Railway applications - Technical Report about the revision
of EN 14363
Applications ferroviaires - Rapport technique de la Bahnanwendungen - Fachbericht zur Überarbeitung
révision de la norme EN 14363 der EN 14363


This Technical Report was approved by CEN on 12 January 2017. 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, 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: Avenue Marnix 17, B-1000 Brussels
© 2017 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 17039 E
worldwide for CEN national Members.

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SIST-TP CEN/TR 17039:2017
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Contents Page
European foreword . 5
1 Scope . 6
2 Members of the different drafting groups for the revision of EN 14363 . 6
3 Changes to the scope . 7
3.1 Scope extension . 7
3.2 Limitation . 7
3.3 Clarification . 8
3.4 Shifted to other sections . 8
4 Fault modes . 8
4.1 What was changed? . 8
4.2 Why was it changed? . 9
4.3 Comments raised in the CRM process and how they were addressed . 9
5 Load conditions for testing . 9
6 First stage assessment . 10
6.1 General . 10
6.2 Safety against derailment on twisted track . 10
6.3 Safety against derailment under longitudinal compressive forces in S-shaped curves . 12
6.4 Evaluation of the torsional coefficient of a car body . 12
6.5 Determination of displacement characteristics . 12
6.6 Loading of the diverging branch of a switch . 13
6.7 Running safety in curved crossings for vehicles with small wheels . 14
7 Statistical analysis and multiple regression . 14
7.1 Background . 14
7.2 Relationship of assessment parameters and input variables . 14
7.3 Assessment methods . 16
7.4 Assessment by statistical methods in EN 14363 . 16
7.4.1 General . 16
7.4.2 One-dimensional method . 16
7.4.3 Two-dimensional method . 24
7.4.4 Multiple regression . 28
7.5 Regression assumptions . 31
8 Recalculation of Y/Q (7.6.2.2.5) . 32
8.1 What was changed . 32
8.2 Why was it changed . 33
8.3 Any references to useful background . 33
8.4 What were the options, what was rejected and why? . 33
9 Track loading parameters . 36
10 Rail surface damage quantity T . 36
qst
10.1 What was changed . 36
10.2 Why was it changed . 36
10.3 Approach . 37
10.4 Derivation and definition of T . 38
qst
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10.5 Measurable quantities . 39
10.6 Limit values . 39
10.7 Verification from tests . 40
11 Replacing of limit values of ride characteristics by informative guidance for
assessment . 40
11.1 General . 40
11.2 Removing limit values for quasi-static lateral acceleration . 41
11.3 Revision of accelerometer positions in the car body of freight vehicles . 42
12 Track geometric quality and coordination with WG 28 . 42
12.1 Background . 42
12.2 Joint Survey Group WG 10 / WG 28 . 44
12.3 DynoTRAIN project . 45
12.4 Use of 50 % and / or 90 % levels. 45
12.5 Changes from EN 14363:2005 and UIC 518:2009 . 45
12.6 Speed range used for Track Quality assessment . 46
12.7 Wavelength Ranges . 46
12.8 Requirements in different zones . 47
12.9 Topics discussed but not changed . 47
13 Contact conditions . 47
13.1 Equivalent conicity . 47
13.1.1 Summary of requirements of EN°14363:2005 . 47
13.1.2 Summary of requirements of UIC Leaflet 518:2009 . 48
13.1.3 Changes in EN 14363:2016 . 48
13.2 Background information about investigations carried out in the DynoTRAIN project . 49
13.3 Radial steering index (RSI) . 54
13.3.1 Summary of requirements of EN°14363:2005 . 54
13.3.2 Summary of requirements of UIC Leaflet 518:2009 . 54
13.3.3 Changes in EN°14363:2016 . 55
13.3.4 Background information about the radial steering index . 55
14 Special vehicles . 58
15 Simulation . 59
15.1 General . 59
15.2 Model validation . 60
15.2.1 Principle of model validation . 60
15.2.2 Evaluations to carry out model validation . 60
15.2.3 Independent review . 61
15.2.4 Validation proposal from DynoTRAIN . 61
15.2.5 Efficiency of the usage of stationary tests . 62
15.3 Fields and conditions for application of simulation . 62
15.3.1 Introduction. 62
15.3.2 Definitions of reference and modified vehicle . 62
15.3.3 Scope of permitted modifications . 63
15.3.4 Requirements regarding the modification of a validated model . 63
15.3.5 Evaluation of estimated values . 64
15.3.6 Application field: Extension of the range of test conditions . 64
15.3.7 Application field: Approval of vehicle modification . 64
15.3.8 Application field: Approval of new vehicles by comparison with a reference vehicle . 65
15.3.9 Application field: Investigation of dynamic behaviour in case of fault modes . 65
15.4 Input data for simulation . 65
15.4.1 Introduction. 65
15.4.2 Track layout . 65
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15.4.3 Track irregularity data . 66
15.4.4 Frequency / wavelength content . 66
15.4.5 Requirements for variation in input conditions . 66
16 Extension of acceptance (Annex U). 66
17 Topics discussed but postponed for future revisions . 68
17.1 General . 68
17.2 Y/Q . 68
17.3 T . 68
qst
17.4 B and B . 68
qst max
17.5 Y . 68
a,max
17.6 Introduction of high frequency contents to the Q-force limits . 68
17.7 Track geometry . 69
17.8 Compatibility with track conditions outside the test conditions . 69
17.9 WHEEL RAIL Geometric contact conditions . 69
17.10 Cyclic top . 70
17.11 Over-speed and over Cant deficiency testing . 70
17.12 General points . 70
18 Influence of the revision of EN 14363 on current TSIs . 71
18.1 General . 71
18.2 Letter to ERA . 71
18.3 Annex 1 to letter to ERA . 71
Annex A (informative) Guideline for presentation of results from multiple regression . 76
A.1 Introduction and purpose . 76
A.2 Principles . 76
A.3 Example . 77
Bibliography . 80

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European foreword
This document (CEN/TR 17039:2017) 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 shall not be held responsible for identifying any or all such patent rights.
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1 Scope
EN 14363 contains a lot of requirements which were modified during the last revision. The scope was
also extended. It was found in the working group, that many decisions that were taken to formulate
these modifications need to be documented to improve understanding and to allow a later further
development if practice of applications shows the necessity. The work for the revision was organised in
8 subgroups. Many of these subgroups recorded the way to the proposals in reporting templates, which
were used for the editing work. Afterwards discussion was ongoing in WG 10 and in the enquiry
process. This available information needs to be summarised and presented in a common format in
order to allow people not involved in the discussions to understand the background of the
modifications.
2 Members of the different drafting groups for the revision of EN 14363
Bold X means group leader
Normal X means group
member
HS (DE) X X  X X  X X
SZ (DE) X X    X
MW (SE)  X X X  X
BE (UK)   X   X
PD (FR)  X X X   X
AC (UK) X X   X X  X
JS (AT)  X X  X X X
VB (FR)  X    X
AB (FR)     X
VB (DE)  X    X
JC (FR)  X
OC (FR)       X
RD (FR)        X
HG (NO)  X X    X
AH (AT)  X X    X
TH (CZ)     X   X
M J (UK)    X
AK (AT)      X
TK (DE)  X X  X   X
RK (DE)     X X  X
NK (IT)   X   X
DL (FR)  X   X  X
6
8.1 Editing
8.2 Test Conditions
8.3 Track Quality,
Contact Conditions
8.4 Special vehicles
8.5 Stationary Tests
8.6 Simulation,
Extension of acceptance
8.7 Track Loading
8.8 Ride Characteristics

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Bold X means group leader
Normal X means group
member
JÖ (SE)       X
MO (UK)     X   X
OP (CH)  X X  X X
UR (CH)  X     X
AS (CH)  X
RW (UK)  X  X
MZ (DE)   X  X  X
3 Changes to the scope
3.1 Scope extension
The standard was further developed from a pure collection of test specifications to a description of the
process for assessment of running characteristics. In addition, it also contains specifications on an
informative basis not necessarily to be used for the acceptance process.
The new process also includes the use of simulations. The requirements were further developed
starting from the requirements specified in UIC 518:2009 and EN 15827 and refined in discussions
inside WG 10 and its relating subgroups and in a second step by the DynoTRAIN research project.
The scope was extended to freight vehicles with nominal static vertical wheelset forces up to 250 kN
(previously handled in EN 15687). Also the inclusion of vehicles intended for operation with cant
deficiencies above 165 mm (previously handled in EN 15686) was covered by the new requirement to
specify the combination of admissible speed and admissible cant deficiency. Additionally the loading
conditions for the assessment have been defined more precisely.
Further a hint to a set of recommended values for admissible cant deficiencies to be chosen for broad
international approval was included. It replaces the fixed requirements made for conventional vehicles
in the previous version of the standard.
In order to close the open points in the Rolling Stock TSIs about track geometric quality and the
achievability of the combination of the specified test conditions during on-track tests, the concept of
defined target test conditions and the assessment of achieved test results against target test conditions
was developed.
Further, it needed to be stated that the standard also contains quantities and dependencies that are not
directly used for acceptance purposes, but for example for purposes of validation of simulation models
or determination of operating conditions outside the reference conditions.
3.2 Limitation
In order to prevent misuse of the standard for non-railway and non-standard gauge vehicles, it was
better described what needs to be considered when using it “by analogy” for such vehicles.
7
8.1 Editing
8.2 Test Conditions
8.3 Track Quality,
Contact Conditions
8.4 Special vehicles
8.5 Stationary Tests
8.6 Simulation,
Extension of acceptance
8.7 Track Loading
8.8 Ride Characteristics

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To clarify the limits of the scope, it was stated that the strength of the vehicle and mounted parts,
passengers and train crew vibration exposure, comfort, load security and effects of cross wind are out
of the scope of this standard – as well as the quantification of track deterioration or track fatigue.
3.3 Clarification
It was found that the old wording needed clarification: “Testing for acceptance of vehicles is based on
some reference conditions of track. If these are not respected on certain lines, appropriate measures
will be taken (speed modifications, additional tests, etc.).”
The discussion in WG 10 showed that it was not possible to specify the underlying reference conditions
by exact boundaries. The only way for clarification was to:
— state that all vehicles which were successfully assessed are able to be operated on tracks complying
with EN 13803;
— describe the current state of the art in order to allow the EIM (European Infrastructure Managers)
to continue to use their implemented process for operation under demanding track conditions in
the future (for example on lines with curve radii below 250 m).
This includes two notes explaining why vehicles can also be operated safely outside the target test
conditions. A third note clarifies that the methods of this standard may also be applied to determine
operating rules under infrastructure conditions that are more severe than the target test conditions.
In this context, it was also stated that the document contains target test conditions for the geometric
track quality, as they have been adjusted compared to the previous version of the standard.
As the target test conditions for stability testing were changed with respect of the target conditions of
the TEN (Trans European Network), it was necessary to clarify, that the equivalent conicity to be
included in the stability assessment might be higher in some national systems for the time being before
the infrastructure target conditions are met. In this context, it was found necessary to state in a note
that such national requirements do not necessarily have to include the maximum occurring values of
equivalent conicity. This makes it possible to find practical test conditions and it reflects also testing at
overspeed and that vehicles assessed as stable are in most cases far below the limit values.
3.4 Shifted to other sections
The allowances
— to deviate from the rules laid down if evidence can be furnished that safety is at least the equivalent
to that ensured by complying with these rules and
— of variations from the defined conditions as specified by the article 7.1 of Directive 91/440 of EC
which were stated in the scope of the 2005 version are now described more detailed in a separate
clause (4). It is now stated that in case of deviations, these shall be reported, explained and taken
into account when assessing the safety.
4 Fault modes
4.1 What was changed?
The explicit requirement on testing with deflated air springs was removed.
A new subclause 5.2.2 “Fault modes” and a new subclause in Annex T (Simulation of on-track tests),
T.2.5 (Investigation of dynamic behaviour in case of fault modes) was introduced.
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4.2 Why was it changed?
When testing with deflated air springs was introduced in UIC 518, air springs were a relative novelty in
railway vehicles. Since then much experience has been gained and they are now very common and it
was felt inappropriate to specify a test for the specific fault mode of deflated air springs, while many
other possible fault modes were overlooked, such as faulty yaw dampers or failing active components.
In EN 14363:2005 faulty yaw dampers were also specifically mentioned in parallel to deflated air
springs. A more open approach was also indicated in EN 14363:2005, this idea is further developed in
the present revision of EN 14363.
It was therefore appropriate to further develop the writing in EN 14363:2005 and require a similar –
more open – methodology for dynamics assessment. It is impossible in a standard like EN 14363 to
foresee every possible relevant fault mode to assess since these will differ from vehicle to vehicle. Also,
the technical development makes it necessary to adopt a methodology that can be used for future
systems not known today.
It was not clear in EN 14363:2005 at what speed fault modes were to be tested, also not what test
extent to apply. Therefore, a large variation of testing practice has evolved from
...