Rolling stock/Supplementary information and regulations

__NUMBEREDHEADINGS__

Structure and mechanical parts

Vehicle structure

Load capability

Permitted train weight per meter for bridges

Appendix 3.d specifies the maximum train weight per meter for each railway line.

Axle load and wheel load

Maximum acceptable axle load is dependent on speed and class of superstructure. Permitted speed and axle load versus classes of superstructure is given in Overbygning/Prosjektering/Generelle tekniske krav.

Lines of superstructure class b, with low traffic load, are under some circumstances permitted an axle load of 22,5 tons for freight trains with maximum speed of 60 km/h. The total traffic load is not to exceed 2 million gross tons (MGT). Out of this total, the maximum traffic load for freight train axle loads larger than 20,5 tons is 1 MGT.

Track interaction and gauging

Minimum infrastructure gauge

NNRA railway tracks are based on the following standard infrastructure gauges:

• UIC GC
• A-85
• A-96
• A-96T
• A-C

Drawings with dimensions of the infrastructure gauges are shown in Underbygning/Prosjektering og bygging/Profiler og minste tverrsnitt, paragraph 2.1 and paragraph 2.2.

Curve overthrows

All horizontal dimensions are increased in circular curves, transition curves and on straight line in the vicinity of curves. The size of curve overthrows are based on a theoretical wagon of length 24 m and bogie pivot pitch distance 18 m.

Some locations have reduced space for curve overthrows based on the following theoretical wagons:

1. Axle distance = 13,5 m and overhang = 2,0 m
2. Axle distance = 10,0 m and overhang = 3,0 m

Lower limit of infrastructure gauge

The lower limit of infrastructure gauge is described in Underbygning/Prosjektering og bygging/Profiler og minste tverrsnitt. Confer paragraph Maximum height of check rail above rail head as well.

Track geometry

Horizontal curve radius

Minimum horizontal curve radius on the main track , excluding the Flåm Line, is 160 m. Minimum horizontal curve radius on the Flåm Line is 130 m. A diagram showing percentage of track versus curve radius is given in <xr id="fig:Track percentage versus curve radius" />.

Radius in deviations in switches, se Minimum curve radius at switches

<figure id="fig:Track percentage versus curve radius">

Track percentage versus curve radius

</figure>

Nominal track gauge

Nominal track gauge is 1435 mm.

Minimum length of straight line between reverse curves

Buffer locking in subsequent reverse curves with small radius, is prevented with the specifications in Overbygning/Prosjektering/Sporets trasé

Nominal track geometry parameters

Overbygning/Prosjektering/Sporets trasé show nominal values of the following basic parameters:

• Maximum cant (superelevation)
• Maximum cant excess
• Maximum cant deficiency
• Maximum rate of change of cant

Minimum vertical curve radius

Minimum vertical curve radius is 1000 m.

Nominal rail inclination

Nominal rail inclination is 1:20.

Maximum track gradient

Maximum gradient of tracks excluding the Flåm Line is 2,7%. On the Flåm Line the maximum gradient is 5,5%.

Speed regimes

The following speed regimes are used:

Normal speed

Signed speed result in the following nominal quasi static centrifugal acceleration:

<figtable id = "tab:quasi static centrifugal acceleration with normal speed">

quasi static centrifugal acceleration with normal speed

Superstructure class	Radius of curves [m]	aq [m/s2]
b		0,65
c og d	R < 290	0,65
	290 ≤ R ≤ 600	0,85
	R > 600	0,98

</figtable>

Confer Overbygning/Prosjektering/Sporets trasé, on further details.

Plus speed

Signed speed result in the following nominal quasi static centrifugal acceleration:

<figtable id = "tab:quasi static centrifugal acceleration with plus speed">

quasi static centrifugal acceleration with plus speed

Superstructure class	aq [m/s2]
b	0,85
c og d	1,05

</figtable>

Tilting trains - speed

Signed speed based on a maximum quasi static centrifugal acceleration of 1,6 m/s².

Limits of discrete geometrical track defects

The limits of the following discrete track errors are shown in Overbygning/Vedlikehold/Sporjustering og stabilisering.

• Track gauge
• Horisontal track alignment
• Vertical track alignment
• Twist

Quality number of track geometry

The track geometry is periodically monitored using a Track Recording Vehicle. The test frequency is dependent on the quality class of the track and is given in Overbygning/Vedlikehold, Appendix 4b . Based on these recordings the standard deviation and quality number of the track is calculated. Overbygning/Vedlikehold/Sporjustering og stabilisering define the limits of standard deviation and the quality number.

The standard deviation is as a rule calculated on the bases of 200 m or 1000 m length of line. Standard deviation is calculated for these lengths and with accuracy as shown in <xr id="tab:Calculation of standard deviation" />.

<figtable id = "tab:Calculation of standard deviation">

Calculation of standard deviation

Parametres	Wavelength	Measuring accuracy	Basis of calculation
Standard deviation of vertical alignment σH	3 – 25 m	±0,2 mm	200 m
	25 – 70 m	±0,5 mm	1000 m
	70 – 150 m	±0,5 mm	1500 m
Standard deviation of horisontal alignment σP	3 – 25 m	±0,2 mm	200 m
	25 – 70 m	±0,5 mm	1000 m
	70 – 150 m	±0,5 mm	1500 m
Standard deviation of superelevation σR	3 – 25 m	±0,2 mm	200 m
	25 – 70 m	±0,5 mm	1000 m

</figtable>

The quality number (K-number) indicates for which portion of a line all σ-values are within the limits. It is used to monitor track quality on longer sections of line. The K-number is calculated using the following formula:

$K={\frac {\sum l}{L}}\cdot 100\%$    (1)

Σl = the sum of all track lengths where standard deviation is within the quality limits.

L = the monitored track length.

Rail profile

The following rail profiles exist:

• 60E1 (UIC60)
• 54E3 (S54)
• 54E2 (UIC54E)
• 54E1 (UIC54
• 49E1 (S49)
• S64
• S41
• NSB40
• 35,7 kg

Overbygning/Prosjektering, Appendix 6.b, shows drawings of the rail profiles with dimensions.

<figure id="fig:Distribution of rail profiles – the complete network">

Distribution of rail profiles – the complete network

</figure>

Limits of rail head wear

Limits of rail head wear is specified in Overbygning/Vedlikehold/Skinner.

Rail grades

• Standard rail grade is R260Mn [EN 13674-1]

In addition the following rail qualities exist [EN 13674-1]:

• R200
• R320Cr
• R350HT

Switches and crossings

Minimum curve radius at switches

Minimum curve radius in deviation in switches is 135 m. Minimum flangeway width

Minimum nominal flangeway width in crossings and between check rail/rail is 38 mm.

Maximum height of check rail above rail head

• Normal nominal height of check rail above rail head is 20 mm.
• Maximum nominal height of check rail above rail head is 60 mm.
• Considering maximum rail wear, the height of check rail above rail head can be up to maximum 70 mm.

Fixed nose protection

Nominal distance between the guiding edges of the check rail and the running edge of the nose is 1396 mm. Minimum in service distance between the guiding edges of the check rail and the running edge of the nose is 1392 mm.

Minimum permitted distance stock rail – remote laid switch blade

Minimum permitted distance between stock rail and remote laid switch blade is 58 mm.

Longitudinal creep resistance of the track

The longitudinal creep resistance of the track is dependent on the track construction and the ballast consolidation. The following general values may be specified for a non-loaded track.

<figtable id = "tab:General values of creep resistance">

General values of creep resistance

Concrete sleepers with spring loaded clips	8 - 12 kN/m rail
Wooden sleepers with spring loaded clips	6 - 10 kN/m rail
Newly adjusted track	3 - 7 kN/m rail

</figtable>

Generally, the track has sufficient resistance against braking- and acceleration forces if the acceleration/retardation does not exceed 2,5 m/s². At very high axle loads (>25t) and train weights, analysis must be carried out proving that braking- and acceleration forces do not result in rail movements which reduce the safety against lateral movements of the track.

The track’s ability to resist braking forces is based on traditional braking of wheels. Magnetic rail brake shall only be used as an emergency brake.

Lateral resistance of the track - loaded track Lateral resistance of loaded track satisfy generally the following values:

• Locomotives, train sets and passenger wagons: 1,0x(10 + P/3) [kN]
• Freight wagons: 0,85x(10 + P/3) [kN]

On some sections of line where the track lacks lateral resistance due to missing ballast shoulder. The following applies:

• For locomotives, train sets and wagons: 0,85x(10 + P/3) [kN]

P= Vertical static axle load

Vehicle dynamics

Track loading compatibility parameters

Maximum acceptable dynamic wheel load

The maximum vertical dynamic wheel load shall not exceed:

1. Q_lim= 90+Q₀ [kN]

In addition, the following restrictions apply:

<figtable id = "tab:Vertical dynamic wheel load depending on the permissible maximum speed of the vehicle ">

Vertical dynamic wheel load depending on the permissible maximum speed of the vehicle

Axle load - 2Q0 (kN)	Speed (km/h)	maximum dynamic wheel load (kN)
2Q0 ≤ 225	≤ 160	200
	161 - 200	190
	201 - 250	180
	251 - 300	170
	> 300	160
2Q0 > 225	≤ 100	210
Locomotives on "Ofotbanen" 2Q0 = 300	≤ 50	220

</figtable>

Q_lim = maximum allowed dynamic vertical wheel load.

Q₀ = Static vertical wheel load.

Definitions and test conditions are given in [UIC 518]

Maximum quasistatic wheel forces

The maximum quasistatic wheel forces in curves shall not exceed the following values:

1. (Q_qst)_lim = 145 kN for axle load ≤ 225 kN
2. (Q_qst)_lim = 155 kN for axle load > 225 kN
3. (Q_qst)_lim = 160 kN for locomotives on the "Ofotbanen" with axle load = 300 kN

Q_qst = quasi-static vertical force

Definitions and test conditions are given in [UIC 518]

Maximimum quasistatic guiding force

The maximum quasistatic guiding forces in curves shall not exceed the following values:

1. (Y_qst)_lim = 30 + (10500/R_m) kN for axle load ≤ 225 kN
2. (Y_qst)_lim = 70 kN for axle load > 225 kN
3. (Y_qst)_lim = 80 kN for for locomotives on the "Ofotbanen" with axle load = 300 kN

Y_qst = quasi-static lateral force

R_m = mean radius of the track sections retained for the evaluation.

Definitions and test conditions are given in [UIC 518]

Maximum quasistatic track loading forces

The maximum quasistatic track loading forces in small curves shall not exceed the following values:

(B_qst)_lim = 180 kN

(B_qst)_lim = Y_qst + 0,83 • Q_qst + [a – (30 + 10500/R_m)]

a = 53,3 for curves with radius 400 m < r ≤ 600 m

a = 67,5 for curves with radius r ≤ 400 m

B_qst = quasistatic track loading force

Q_qst = quasistatic wheel force

Y_qst = quasistatic guiding force

R_m = mean radius of the track sections retained for the evaluation

Definitions and test conditions are given in [UIC 518]

Bogies/running gear

Wheel

Maximum cavity of wheel tread

Double flange (“falsk flens” in <xr id="fig:Maximum permitted value of wheel thread cavity" />) resulting from wheel tread cavity (“hulløp”) may cause:

• excessive stress on a reduced contact surface between wheel and rail at the inner edge of the rail head
• the switches to absorb forces from the wheels where they are not supposed to do so and thus create risk of cracks or other kind of damage to the rails or switches.

Because of this the size of wheel cavity must be limited to maximum 2 mm. (Confer <xr id="fig:Maximum permitted value of wheel thread cavity" />).

<figure id="fig:Maximum permitted value of wheel thread cavity">

Maximum permitted value of wheel thread cavity

</figure>

Maximum axle load dependent of wheel size.

In order to reduce damages by rolling contact fatigue on the rails, the wheels shall have a minimum diameter in accordance with appendix 3.e.

Wheel/rail interface (including wheel flange lubrication and sanding)

NNRA does not have lubrication equipment mounted on the track (there are some exceptions). It is assumed that the rolling stock lubricates the points of contact between the rail edge and the wheel flange in curves. The equipment shall produce a controlled and smooth lubrication film. Recommended guidelines for the lubrication equipment of rolling stock are given in appendix 3c.

Unless otherwise agreed with NNRA, each train shall lubricate sufficiently to compensate for its own wear of the lubrication film. Necessary amount of lubrication as specified in the <xr id="tab:Necessary amount of lubrication" /> shall be applied as indicated in <xr id="fig:Illustration of where lubrication of flange shall be applied" />.

<figtable id = "tab:Necessary amount of lubrication">

Necessary amount of lubrication

Axles total in train / lubricated axles	Type of train	cm3 per km
12/1	Multiple units –suburban traffic	0,150
16/1	Multiple units - long distance traffic	0,300
31/1	Passenger trains with locomotive	0,400
70/1	Freight trains with locomotive	0,600

</figtable>

<figure id="fig:Illustration of where lubrication of flange shall be applied">

Illustration of where lubrication of flange shall be applied

</figure>

<xr id="tab:Necessary amount of lubrication" /> and <xr id="fig:Illustration of where lubrication of flange shall be applied" /> are extracts from the report ”Skinnesmøring og flenssmøring på det statlige jernbanenett” (Lubrication of rail and wheel flange). The report was prepared in cooperation with the Norwegian railway undertakings in 2004.

Specified amount of lubrication is derived from previous experience, but with correction in order to assure that every train lubricates sufficiently to compensate for iits own wear of the film of lubrication on the rail.

Passenger-related items

Platforms

Length of platforms

The normal length of platforms is specified in Overbygning/Prosjektering/Plattformer og spor på stasjoner.

Height of platforms

• Normal platform height is 550 mm or 760 mm. (measured perpendicularly on the track plane)
• Some platforms are built at a height of 350 mm.
• Some platforms are built at a height of 700mm.

Distance platform edge – centre of track

• For platforms on a straight line, the distance between the platform edge and track centre is 1680 mm.
• For platforms in curves, the distance is calculated in accordance with rules specified in Overbygning/Plattformer og spor på stasjoner, appendix 14.a.

Width of platform

Overbygning/Prosjektering/Plattformer og spor på stasjoner specifies the requirements of platform width.

The gradient of the track along the platform

New tracks along platforms are normally not constructed with greater gradients than 0.5%. However, there are exceptions on existing tracks.

Minimum distance platform edge – continues obstruction on the platform

Continuous obstructions on platforms are generally not located closer than 2 m from the platform edge.

Onboard power supply and control systems

Functional and technical specification related to the interface between the vehicle and the energy subsystem

Functional and technical specification related to the electric power supply

As a temporarily solution supplementary information and regulation for power supply is found in Technical specification 02: Requirements on rolling stock in Norway and Sweden regarding EMC with the electrical infrastructure and coordination with the power supply and other vehicles. The specification includes information about the different chapters below in this section together with guidelines for testing of the different requirements. For #Harmonic characteristics and related over-voltages on the overhead contact line the specification contains the requirements as a part of the compatibility prosess. For the other chapters, the valid requirements are found in the Annex to the Railway Vehicle Regulations.

System energy disturbances

Harmonic characteristics and related over-voltages on the overhead contact line

The following requirements are still valid as a part of the compatibility study to be performed:

• P3: Line voltage distortion (chapter 4.3.3.2)
• P8: Low frequency power oscillations (chapter 4.3.8.2)
• P9: Electrical resonance stability (chapter 4.3.9.2)
• P10: Current harmonics (chapter 4.3.10.2)

Electrical power supply and traction system

Energy consumption measurement

For vehicles that will operate in several geographical price and/or network areas on the national rail network, the energy measurement system shall be equipped with a location function according to TSI LOC&PAS 4.2.8.2.8. Alternatively will the Jernbaneverket charge the energy based on key figures of consumption and regeneration per gross tonn kilometer according to Jernbaneverkets standardvilkår for avregning av 16 2/3 Hz energi.