SIST EN 15227:2008

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Railway applications - Crashworthiness requirements for railway vehicle bodiesApplications ferroviaires - Exigences en sécurité passive contre collision pour les structures de caisses des véhicules ferroviairesBahnanwendungen - Anforderungen an die Kollisionssicherheit der Wagenkästen von SchienenfahrzeugenTa slovenski standard je istoveten z:EN 15227:2008SIST EN 15227:2008en,fr,de45.060.01ICS:SLOVENSKI
STANDARDSIST EN 15227:200801-april-2008







EUROPEAN STANDARDNORME EUROPÉENNEEUROPÄISCHE NORMEN 15227January 2008ICS 45.060.01 English VersionRailway applications - Crashworthiness requirements for railwayvehicle bodiesApplications ferroviaires - Exigences de sécurité contrecollision pour caisses des véhicules ferroviairesBahnanwendungen - Anforderungen für dieKollisionssicherheit von SchienenfahrzeugkästenThis European Standard was approved by CEN on 12 December 2007.CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this EuropeanStandard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such nationalstandards may be obtained on application to the CEN 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 translationunder the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as theofficial versions.CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland,France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal,Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMITÉ EUROPÉEN DE NORMALISATIONEUROPÄISCHES KOMITEE FÜR NORMUNGManagement Centre: rue de Stassart, 36
B-1050 Brussels© 2008 CENAll rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 15227:2008: E



EN 15227:2008 (E) 2 Contents Page Foreword.4 Introduction.5 1 Scope.5 2 Normative references.6 3 Terms and definitions.6 4 Crashworthiness design categories of railway vehicles.8 5 Design collision scenarios.9 6 Structural passive safety.11 6.1 General principles.11 6.2 Overriding.12 6.2.1 Requirements.12 6.2.2 Explanatory notes (informative).12 6.3 Survival space, intrusion and egress.13 6.3.1 Requirements.13 6.3.2 Explanatory notes (informative).14 6.4 Deceleration limit/collision pulse.14 6.4.1 Requirement.14 6.4.2 Explanatory notes (informative).15 6.5 Obstacle deflector.15 6.5.1 Requirement.15 6.5.2 Explanatory notes (informative).16 7 Validation of crashworthiness.17 Annex A (informative)
Parameters of design collision scenarios.19 A.1 Introduction.19 A.2 Determining the design collision scenarios for collision risks which differ from the normal European operations.20 A.2.1 Design collision scenarios.20 A.2.2 Risk analysis.20 A.2.3 Factors to be considered in the risk assessment.21 A.2.4 Collisions following derailment.21 A.2.5 Bibliography of relevant accident information.22 Annex B (normative)
Requirements of a validation programme.23 B.1 Test specifications.23 B.1.1 Test programme.23 B.1.2 Acceptance criteria for calibration/validation tests.23 B.2 Numerical simulations.24 B.2.1 Numerical model validation.24 B.2.2 Simulation modelling.24 Annex C (normative)
Reference obstacle definitions.26 C.1 80 t wagon.26 C.2 C-III Reference obstacle.27 C.3 Large deformable obstacle.29 C.4 C-IV Corner collision obstacle.31 Annex D (normative)
Reference train definitions – Defined formations.32 D.1 Reference trains for locomotive, power head, driving trailer and coach design.32 D.2 Locomotive design.32 D.3 Power head and driving trailer design.32 D.4 Individual coach design.33



EN 15227:2008 (E) 3 Annex E (informative)
Migration rule for this European Standard.35 Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EU Directive 96/48 as amended by Directive 2004/50/EC.36 Bibliography.37
Figures Figure 1 — Example for clearance requirement of crumple zones in areas of temporary occupation (e.g. vestibule).13 Figure 2 — Driver's seat clearance zone.14 Figure 3 — Obstacle deflector load application.16 Figure C.1 — Buffered wagon interface.26 Figure C.2 — Wagon buffer characteristic.27 Figure C.3 — Peri-urban tram obstacle.28 Figure C.4 — Coupler characteristic.28 Figure C.5 — Deformable obstacle geometry.30 Figure C.6 — Deformable obstacle stiffness.30 Figure C.7 — Tram corner collision obstacle.31 Figure D.1 — Locomotive reference train.32 Figure D.2 — Power head/driving trailer reference train.33 Figure D.3 — Coach simplified assessment.34
Tables Table 1 — Crashworthiness design categories of railway vehicles.8 Table 2 — Collision scenarios and collision obstacles.10 Table 3 — Obstacle deflector performance requirements.11 Table ZA.1 — Correspondence between this European Standard and Directive 96/48/EC as amended by Directive2004/50/EC.36



EN 15227:2008 (E) 4 Foreword This document (EN 15227:2008) 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 July 2008 and conflicting national standards shall be withdrawn at the latest by July 2008. This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directives:  96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system1) as amended by 2004/50/EC of 29th April 20042);  2004/17/EC of the European Parliament and of the Council of 31 March 2004 coordinating the procurement procedures of entities operating in the water, energy, transport and postal services sectors3). For relationship with EU Directive 96/48/EC, see informative Annex ZA, which is an integral part of this document. According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
1) Official Journal of the European Communities No L 235 of 17.09.96 2) Official Journal of the European Communities No L 164 of 30.04.04 3) Official Journal of the European Communities No L 134 of 30.04.04



EN 15227:2008 (E) 5 Introduction The objective of the passive safety requirements described in this European Standard is to reduce the consequences of collision accidents. The measures considered in this European Standard provide the last means of protection when all possibilities of preventing an accident have failed. It provides a framework for determining the crash conditions that railway vehicle bodies should be designed to withstand based on the most common accidents and associated risks. The requirements are compatible with those of EN 12663. The static compression load requirements on the vehicle ends, required by EN 12663, are intended to provide a basic structural integrity to the occupied areas in a collision-type accident. This European Standard adds to the basic strength requirement by setting additional requirements for structural passive safety in order to increase occupant safety. 1 Scope This European Standard applies to new designs of locomotives and passenger carrying rolling stock as defined in categories C-I to C-IV of Clause 4 taking into consideration the recommendations given in Annex E on the application of the standard (migration rule). It is intended to protect vehicle occupants, through the preservation of structural integrity, and does not extend to other railway employees and customers who are not in vehicles, or to third parties. The specified requirements relate to the technical and operational conditions of use that prevail in the CEN member countries. The design of new vehicles for use in passenger trains is based on operations with compatible rolling stock that also meet this standard. It is recognised that operational requirements will require new crashworthy and existing non-crashworthy vehicles to exist in the same train unit but such combinations of vehicles are not required to comply with this European Standard. The requirements apply to the vehicle body, and to those mechanical elements directly associated with it that may be used to absorb energy in a collision, such as couplers, buffing systems etc. They do not cover the safety features of doors, windows, system components or interior features except for specific issues relating to the preservation of survival space. The requirements do not cover all possible accident scenarios but provide a level of crashworthiness that will reduce the consequences of an accident, when the active safety measures have been inadequate. The requirement is to provide a level of protection by addressing the most common types of collision that cause injuries and fatalities. The applicable design collision scenarios, and suitable parameters for normal European operations, are given in Clause 5. Annex A gives additional information regarding the derivation of the scenarios and describes situations when they may need to be modified and the processes that should then be followed. This European Standard identifies common methods of providing passive safety that may be adopted to suit individual vehicle requirements. This European Standard also specifies the characteristics of reference obstacle models for use in the design collision scenarios. Not all vehicles in a train unit have to incorporate energy absorption provided that passenger train configurations formed entirely of new vehicle designs comply as a whole with this European Standard. This European Standard also specifies the requirements for demonstrating that the passive safety objectives have been achieved by comparison with existing proven designs, numerical simulation, component or
full-size tests, or a combination of all these methods.



EN 15227:2008 (E) 6 2 Normative references The following referenced documents are necessary for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced documents (including any amendments) applies. EN 12663, Railway applications — Structural requirements of railway vehicle bodies 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1 active safety systems and measures which take actions that aim to prevent a collision occurring 3.2 broadly acceptable risk level of risk that is regarded as not significant in the context in which it is experienced 3.3 collision mass is taken as the design mass in working order plus the mass of 50 % of seated passengers 3.4 crashworthiness ability to mitigate the consequences of a collision in a controlled manner and reduce the risk of injury to the occupants 3.5 crumple zone part of the vehicle body (usually at the vehicle ends) which is designed to deform in a controlled manner and absorb energy 3.6 crushing excessive plastic deformation that significantly reduces the volume created by the vehicle structure 3.7 design collision scenario (= limiting collision scenario/case) most severe collision/case for each given scenario that it is appropriate to protect against and so is applicable for design purposes on the basis of the collision accident analysis; see [1], [5] 3.8 driving trailer non-powered vehicle fitted with a driving cab and which is designed to operate in general traffic and not as part of a fixed configuration train unit 3.9 energy absorbing device device which is attached to, but not part of the vehicle structure and is designed to deform in a controlled manner and absorb energy (e.g. energy absorbing coupler) 3.10 fixed seat permanent seat in the cab that is occupied during normal operation (e.g. cannot be folded away when not in use)



EN 15227:2008 (E) 7 3.11 full size test test on the structure of interest with the test specimen formed from all relevant full size components 3.12 locomotive self-propelled vehicle with an operational driving cab at both ends (or single cab for operation in both directions), the function of which is only to provide motive power for a rake of vehicles, and which is designed to operate in general traffic and not as a permanent part of a fixed configuration train unit 3.13 net contact force difference between the longitudinal forces acting on opposite ends of the vehicle (i.e. the algebraic sum of the longitudinal force) at any instant of time 3.14 normal European operating conditions operating conditions comparable to those described by the documents listed in the bibliography 3.15 operator organisation which has responsibility for defining the technical requirements for the railway vehicle in order that it will perform the intended operation and meet the acceptance criteria 3.16 passive safety systems which reduce the consequences of an accident should it occur 3.17 plastic deformation/permanent deformation deformation associated with stresses above the material yield or proof stress and which is not recoverable when the load is removed 3.18 power head self-propelled vehicle with an operational driving cab at one end only, the function of which is only to provide motive power for a rake of vehicles, and which is designed to operate in general traffic and not as a permanent part of a fixed configuration train unit 3.19 reference train train configuration that is used for the assessment and validation of vehicles (including locomotives, power heads and driving trailers) that do not form part of a fixed rake NOTE See Annex D. 3.20 regulations requirements stipulated in legislation, standards and other documents mandated by legislation 3.21 supplier organisation which has responsibility for supplying the railway vehicle to satisfy the regulations and functional requirements of the operator 3.22 survival space volume of the vehicle body containing the occupants which has to be maintained during the limiting collision (e.g. the occupied areas, but not including flexible gangways) NOTE See also 6.3.



EN 15227:2008 (E) 8 3.23 TEN Trans European Network as defined in EC Directives 1996/48/EC, 2001/16/EC and 2004/50/EC 3.24 train unit operational configuration of a single rake of coupled vehicles to be considered by this European Standard 3.25 Vlc maximum train unit operational speed at a level crossing (the lower of the maximum train unit speed and the designated line speed) 4 Crashworthiness design categories of railway vehicles For the application of this standard railway vehicles are classified into crashworthiness design categories. These categories depend on the main characteristics of the railway infrastructure and on the type of operation. The operator has to define the appropriate vehicle design category in the procurement documents of new projects. Railway vehicles are divided into four categories as indicated in Table 1, with an indication of the type of operation and vehicles generally associated with each. Table 1 — Crashworthiness design categories of railway vehicles Category Definition Examples of vehicle types C-I Vehicles designed to operate on TEN routes, international, national and regional networks (which have level crossings) Locomotives, coaches and fixed train units C-II Urban vehicles designed to operate only on a dedicated railway infrastructure, with no interface with road traffic Metro vehicles C-III Light rail vehicles designed to operate on urban and/or regional networks, in track-sharing operation, and interfacing with road traffic Tram trains, peri-urban tram C-IV Light rail vehicles designed to operate on dedicated urban networks interfacing with road traffic Tramway vehicles



EN 15227:2008 (E) 9 5 Design collision scenarios It is recognised that it is impractical to design the vehicle structure to protect the occupants in all possible accident situations or to consider all possible vehicle combinations. The requirement is to provide a level of protection consistent with the common collision risks. The design collision scenarios specified below are not the only cases occurring on the infrastructure of public rail transport in Europe, but they represent the most common collision situations and those that result in most of the casualties. Annex A discusses the derivation and application of the collision scenarios in more detail. 1) A front end impact between two identical train units; 2) a front end impact with a different type of railway vehicle; 3) train unit front end impact with a large road vehicle on a level crossing; 4) train unit impact into low obstacle (e.g. car on a level crossing, animal, rubbish). Table 2 summarises these design collision scenarios with respect to the different vehicle crashworthiness design categories and the different operational conditions that are to be used for the crashworthiness validation. Table 3 lists the performance requirements for obstacle deflectors.



EN 15227:2008 (E) 10 Table 2 — Collision scenarios and collision obstacles Collision Speed - km/h Design collision scenario Collision obstacle Operational characteristics of requirement C-I C-II C-III C-IV Collision partner and conditions 1 Identical train unit All systems 36 25 25 15 Identical train unit 80 t wagon Mixed traffic with vehicles equipped with side buffers. 36 n.a. 25 n.a. See C.1 for wagon specification 2 129 t regional train Mixed traffic with vehicles with a central coupler n.a. n.a. 10 n.a. See C.2 for representation of regional train 15 t deformable obstacle TEN and similar operation with level crossings Vlc – 50
≤ 110 n.a. 25 n.a. See C.3 for representation of large obstacle 3 3 t rigid obstacle Urban line not isolated from the road traffic n.a. n.a. n.a. 25 See C.4 for representation of obstacle 4 Small, low obstacle Obstacle deflector requirements to be achieved See Table 3n.a. See Table 3 n.a. See also 6.5



EN 15227:2008 (E) 11 Table 2 application rules:  colliding train units and obstacles are un-braked on straight and level track;  when assessing a train unit with different vehicles at each end, only impacts between identical vehicles shall be considered under Scenario 1, but both ends shall be considered;  heavy haul locomotives used only for freight operations and fitted with centre couplers conforming to the Willison (e.g. SA3) or Janney (AAR standard) principle are omitted from meeting the requirements of Scenarios 1 and 2. Table 3 — Obstacle deflector performance requirements Operational speed a ≥ 160 km/h 140 km/h 120 km/h 100 km/h ≤ 80 km/h Static load at centre line b 300 kN 240 kN 180 kN 120 kN 60 kN Static load at 750 mm lateral distance from centre line b 250 kN 200 kN 150 kN 100 kN 50 kN a For operational speeds different from the given values, the force values may be interpolated. b Details of the application of these loads and the performance characteristics of the obstacle deflector are given in
6.5.1.
If there are no crashworthiness requirements specified in regulations and the normal European operating conditions assumed by this European Standard do not apply, it shall be the responsibility of the operator to determine the applicable scenarios and the appropriate limiting design case for each (see Annex A). The vehicles shall be designed to satisfy those design collision scenarios that correspond to the operational conditions they are expected to experience. If the operational conditions are such that a design collision scenario cannot occur, or there is evidence that the probability of it occurring or the associated risk is so low as to be broadly acceptable, there is no need to consider the scenario in the vehicle design. NOTE Train control systems which segregate different types of traffic on the same system may satisfy this requirement. Locomotives with centre cabs may have an inherent broadly acceptable risk under Scenario 3. If the system has characteristics that result in significant collision risks (relative to the above) not already covered, they shall also be considered in the form of additional design collision scenarios. If vehicles cannot operate up to the collision speeds specified in this European Standard (e.g. shunting locomotives) the crashworthiness requirements need not be applied. If assessing a single locomotive, power head, driving trailer or coach, which is not part of a fixed train unit, a reference train shall be used for design purposes in each of the above scenarios. Annex D specifies the choice of reference trains and the scope of approval that is possible without further re-assessment. 6 Structural passive safety 6.1 General principles To the extent required by this European Standard the following measures shall be employed to provide protection of occupants in the event of a collision:  reduce the risk of overriding;  absorb collision energy in a controlled manner;



EN 15227:2008 (E) 12  maintain survival space and structural integrity of the occupied areas;  limit the deceleration;  reduce the risk of derailment and limit the consequences of hitting a track obstruction. The application of these principles in the design collision scenarios is considered in more detail in the following clauses. NOTE As a by-product of providing occupant protection the level of damage to the vehicle body is likely to be reduced in less severe accidents (with lower repair costs). If the operator wishes to specify more restrictive damage limitations for any of the design collision scenarios of Clause 5 to reduce repair costs, this should be part of the contractual requirements and does not form part of the safety requirements of this European Standard. 6.2 Overriding 6.2.1 Requirements Overriding shall be resisted at the train unit extremities and between the vehicles comprising the train unit. The override constraint shall be capable of engaging with a vertical offset between colliding train units. The acceptance criterion for the overriding limitation for Scenario 1 is that the validation process (simulation) demonstrates that, with an initial vertical offset of 40 mm at the point of impact (with the standing train unit at a lower level than the moving train unit) the criteria for
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