# Forskjell mellom versjoner av «Rolling stock/Supplementary information and regulations»

 [ukontrollert revisjon] [ukontrollert revisjon]

# 2 Structure and mechanical parts

## 2.1 Vehicle structure

### 2.1.1 Strength and integrity

#### 2.1.2.2 Permitted train weight per meter for bridges

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

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.

# 3 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.

## 3.1 Track geometry

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 Figur 1.

Figur 1: Track percentage versus curve radius

### 3.1.2 Nominal track gauge

Nominal track gauge is 1435 mm.

### 3.1.3 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

### 3.1.4 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

### 3.1.5 Minimum vertical curve radius

Minimum vertical curve radius is 1000 m.

### 3.1.6 Nominal rail inclination

Nominal rail inclination is 1:20.

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

### 3.1.8 Speed regimes

The following speed regimes are used:

#### 3.1.8.1 Normal speed

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

Tabell 1: 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

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

#### 3.1.8.2 Plus speed

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

Tabell 2: quasi static centrifugal acceleration with plus speed
Superstructure class aq [m/s2]
b 0,85
c og d 1,05

#### 3.1.8.3 Tilting trains - speed

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

### 3.1.9 Limits of discrete geometrical track defects

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

### 3.1.10 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 Tabell 3.

Tabell 3: 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

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:

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

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

L = the monitored track length.

## 3.2 Rails

### 3.2.1 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.

Figur 2: Distribution of rail profiles – the complete network

### 3.2.2 Limits of rail head wear

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

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

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

• R200
• R320Cr
• R350HT

## 3.4 Vehicle dynamics

### 3.4.2 Equivalent conicity, wheel profile and limits

#### 3.4.3.1 Maximum acceptable dynamic wheel load

The maximum vertical dynamic wheel load shall not exceed:

1. Qlim= 90+Q0 [kN]

In addition, the following restrictions apply:

Tabell 4: 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

Qlim = maximum allowed dynamic vertical wheel load.

Q0 = Static vertical wheel load.

Definitions and test conditions are given in [UIC 518]

#### 3.4.3.2 Maximum quasistatic wheel forces

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

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

Qqst = quasi-static vertical force

Definitions and test conditions are given in [UIC 518]

#### 3.4.3.3 Maximimum quasistatic guiding force

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

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

Yqst = quasi-static lateral force

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

Definitions and test conditions are given in [UIC 518]

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

(Bqst)lim = 180 kN

(Bqst)lim = Yqst + 0,83 • Qqst + [a – (30 + 10500/Rm)]

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

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

Qqst = quasistatic wheel force

Yqst = quasistatic guiding force

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

Definitions and test conditions are given in [UIC 518]

## 3.5 Bogies/running gear

### 3.5.3 Wheel

#### 3.5.3.1 Maximum cavity of wheel tread

Double flange (“falsk flens” in Figur 3) 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 Figur 3).

Figur 3: Maximum permitted value of wheel thread cavity

#### 3.5.3.2 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.

### 3.5.4 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 Tabell 5 shall be applied as indicated in Figur 4.

Tabell 5: 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
Figur 4: Illustration of where lubrication of flange shall be applied

Tabell 5 and Figur 4 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.

# 8 Onboard power supply and control systems

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

### 8.2.1 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.

#### 8.2.1.7 System energy disturbances

##### 8.2.1.7.1 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)

## 8.3 Electrical power supply and traction system

### 8.3.1 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.