Rolling stock/Supplementary information and regulations

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Revisjon per 26. jun. 2012 kl. 15:38 av Ft (diskusjon | bidrag) (Minimum infrastructure gauge)

Innhold

1 General documentation

1.1 General documentation

1.2 Maintenance instructions and requirements

1.2.1 Maintenance instructions

1.2.2 The maintenance design justification file

1.3 Instructions and documentation for operation

1.3.1 Instructions for operation in normal and degraded modes of the vehicle

1.4 Track-side tests of the complete vehicle

2 Structure and mechanical parts

2.1 Vehicle structure

2.1.1 Strength and integrity

2.1.2 Load capability

2.1.2.1 Load conditions and weighted mass

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.

2.1.2.3 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.

2.1.3 Joining technology

2.1.4 Lifting and jacking

2.1.5 Fixing of devices to car body structure

2.1.6 Connections used between different parts of the vehicle

2.2 Mechanical interfaces for end coupling or inner coupling

2.2.1 Automatic coupling

2.2.2 Characteristic of rescue coupling

2.2.3 Screw couplings

2.2.4 Buffing, inner coupling and draw gear components

2.2.5 Buffer marking

2.2.6 Draw hook

2.2.7 Gangways

2.3 Passive safety

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

3.1.1 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 Figur 1.

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

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.

3.1.7 Maximum track gradient

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:

   (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.

3.2.3 Rail grades

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

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

  • R200
  • R320Cr
  • R350HT

3.3 Vehicle gauge

3.3.1 Specific case

3.4 Vehicle dynamics

3.4.1 Running safety and dynamics

3.4.2 Equivalent conicity, wheel profile and limits

3.4.3 Track loading compatibility parameters

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]

3.4.3.4 Maximum quasistatic track loading forces

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

Bqst = quasistatic track loading force

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]

3.4.4 Vertical acceleration

3.5 Bogies/running gear

3.5.1 Bogies

3.5.2 Wheel set (axle + wheels)

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.

3.5.5 Bearings on the wheel set

3.5.6 Minimum curve radius to be negotiated

3.5.7 Rail guard

3.6 Limit of maximum longitudinal positive and negative acceleration

4 Braking

4.1 Functional requirements for braking at train level

4.2 Safety requirements for braking at train level

4.2.1 Traction/braking interlocking

4.3 Brake system

4.4 Brake command

4.4.1 Emergency braking command

4.4.2 Service braking command

4.4.3 Direct braking command

4.4.4 Dynamic braking command

4.4.5 Parking braking command

4.5 Brake performance

4.5.1 Emergency braking

4.5.2 Service braking

4.5.3 Calculations related to thermal capacity

4.5.4 Parking brake

4.6 Braking adhesion management

4.6.1 Limit of wheel rail adhesion profile

4.6.2 Wheel slide protection system

4.7 Braking force production

4.7.1 Friction brake

4.7.1.1 Brake blocks

4.7.1.2 Brake discs

4.7.1.3 Brake pads

4.7.2 Dynamic brake linked to traction

4.7.3 Magnetic track brake

4.7.4 Eddy current track brake

4.7.5 Parking brake

4.8 Brake state and fault indication

4.9 Brake requirements for rescue purposes

5 Passenger-related items

5.1 Access

5.1.1 Exterior doors

5.1.2 Interior doors

5.1.3 Clearways

5.1.4 Steps and lighting

5.1.5 Floor height changes

5.1.6 Handrails

5.1.7 Boarding aids

5.2 Windows

5.3 Toilets

5.4 Passenger information

5.4.1 Public address system

5.4.2 Signs and information

5.5 Seats and specific PRM arrangements

5.6 Specific passenger-related facilities

5.6.1 Lift systems

5.6.2 Heating, ventilation and air condition systems

5.6.3 Other

6 Environmental conditions and aerodynamic effects

6.1 Impact of the environment on the vehicle

6.1.1 Environmental conditions impacting on the vehicle

6.1.1.1 Altitude

6.1.1.2 Temperature

6.1.1.3 Humidity

6.1.1.4 Rain

6.1.1.5 Snow, ice and hail

6.1.1.6 Solar radiation

6.1.1.7 Chemical and particulate matter

6.1.2 Aerodynamic effects on the vehicle

6.1.2.1 Crosswind effects

6.1.2.2 Maximum pressure variation in tunnels

6.2 Impact of the vehicle on the environment

6.2.1 Chemical and particulate emissions

6.2.1.1 Toilet emissions

6.2.1.2 Exhaust gas emissions

6.2.2 Limits for noise emissions

6.2.2.1 Exterior noise impact

6.2.2.2 Stationary noise impact

6.2.2.3 Starting noise impact

6.2.2.4 Pass-by noise impact

6.2.3 Limits for aerodynamic loads impact

6.2.3.1 Head pressure pulses

6.2.3.2 Aerodynamic impact on passengers/materials on the platform

6.2.3.3 Aerodynamic impact on track workers

6.2.3.4 Ballast pick-up and projection onto neighbouring property

7 External warning, marking functions and software integrity requirements

7.1 Integrity of software employed for safety-related functions

7.2 Visual and audible vehicle identification and warning functions

7.2.1 Vehicle marking

7.2.2 External lights

7.2.2.1 Headlights

7.2.2.2 Marker lights

7.2.2.3 Tail lights

7.2.2.4 Lamp controls

7.2.3 Warning horn

7.2.3.1 Warning horn tones

7.2.3.2 Warning horn sound pressure levels

7.2.3.3 Warning horns, protection

7.2.3.4 Warning horns, control

7.2.3.5 Warning horns verification of sound pressure levels

7.2.4 Brackets

8 Onboard power supply and control systems

8.1 Traction performance requirements

8.1.1 Residual acceleration at max speed

8.1.2 Residual traction capability in degraded mode

8.1.3 Traction wheel/rail adhesion requirements

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.

8.2.1.1 Power supply

8.2.1.2 Impedance between pantograph and wheels

8.2.1.3 Voltage and frequency of overhead contact line power supply

8.2.1.4 Energy recuperation

8.2.1.5 Maximum power and maximum current that is permissible to draw from the overhead contact line

8.2.1.6 Power factor

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)
8.2.1.7.2 Effects of DC content in AC supply

8.2.1.8 Electrical protection

8.2.2 Pantograph functional and design parameters

8.2.2.1 Pantograph overall design

8.2.2.2 Pantograph head geometry

8.2.2.3 Pantograph static contact force

8.2.2.4 Pantograph contact force (including dynamic behaviour and aerodynamic effects)

8.2.2.5 Working range of pantographs

8.2.2.6 Current capacity

8.2.2.7 Arrangement of pantographs

8.2.2.8 Insulation of pantograph from the vehicle

8.2.2.9 Pantograph lowering

8.2.2.10 Running through phase separation sections

8.2.2.11 Running through system separation sections

8.2.3 Contact strip functional and design parameters

8.2.3.1 Contact strip geometry

8.2.3.2 Contact strip material

8.2.3.3 Contact strip assessment

8.2.3.4 Detection of contact strip breakage

8.2.3.5 Current capacity

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.

8.3.2 Main electrical circuit configuration

8.3.3 High voltage components

8.3.4 Earthing

8.4 Electromagnetic compatibility

8.4.1 Electromagnetic compatibility within the onboard electrical power supply and control system

8.4.2 Electromagnetic compatibility with the signalling and telecommunications network

8.4.3 Electromagnetic compatibility with other vehicles and with the trackside part of the railway system

8.4.4 Electromagnetic compatibility with the environment

8.5 Protection against electrical hazards

8.6 Diesel and other thermal traction system requirements

8.7 Systems requiring special monitoring and protection measures

8.7.1 Tanks and pipe systems for flammable liquids

8.7.2 Pressure vessel systems/pressure equipment

8.7.3 Steam boiler installations

8.7.4 Technical systems in potentially explosive atmospheres

8.7.5 Ionisation detectors

8.7.6 Hydraulic/pneumatic supply and control systems

9 Staff facilities, interfaces and environment

9.1 Driver’s cab design

9.1.1 Cab design

9.1.1.1 Interior layout

9.1.1.2 Desk ergonomics

9.1.1.3 Driver’s seat

9.1.1.4 Means for the driver to exchange documents

9.1.1.5 Other facilities to control operation of the train

9.1.2 Access to driver’s cab

9.1.2.1 Access, egress and doors

9.1.2.2 Driver’s cab emergency exits

9.1.3 Windscreen in driver’s cab

9.1.3.1 Mechanical characteristics

9.1.3.2 Optical characteristics

9.1.3.3 Equipment

9.1.3.4 Front visibility

9.2 Working conditions

9.2.1 Environmental conditions

9.2.1.1 Heating, ventilation and air condition systems in driver cabs

9.2.1.2 Noise in driver cabs

9.2.1.3 Lighting in driver cabs

9.2.2 Others

9.3 Driver/machine interface

9.3.1 Driver/machine interface

9.3.1.1 Speed indication

9.3.1.2 Driver display unit and screens

9.3.1.3 Controls and indicators

9.3.2 Driver supervision

9.3.3 Rear and side view

9.4 Marking and labelling in driver cabs

9.5 Equipment and other facilities onboard for staff

9.5.1 Facilities onboard for staff

9.5.1.1 Staff access for coupling/uncoupling

9.5.1.2 External steps and handrails for shunting staff

9.5.1.3 Storage facilities for use by staff

9.5.1.4 Other facilities

9.5.2 Staff and freight access doors

9.5.3 Onboard tools and portable equipment

9.5.4 Audible communication system

9.6 Recording device

9.7 Vacant

9.8 Remote control function

10 Fire safety and evacuation

10.1 Fire safety

10.1.1 Fire protection concept

10.1.1.1 Classification of vehicle/fire categories

10.1.2 Fire protection measures

10.1.2.1 General protection measures for vehicles

10.1.2.2 Fire protection measures for specific kinds of vehicles

10.1.2.3 Protection of driver’s cab

10.1.2.4 Fire barriers

10.1.2.5 Material properties

10.1.2.6 Fire detectors

10.1.2.7 Fire extinction equipment

10.2 Emergency

10.2.1 Passenger emergency exits

10.2.2 Rescue services’ information, equipment and access

10.2.3 Passenger alarm

10.2.4 Emergency lighting

10.3 Additional measures

11 Servicing

11.1 Train cleaning facilities

11.1.1 Train external cleaning facilities

11.1.2 Train internal cleaning

11.2 Train refuelling facilities

11.2.1 Waste water disposal systems

11.2.2 Water supply system

11.2.3 Further supply facilities

11.2.4 Interface to refuelling equipment for non-electric rolling stock

12 Onboard control command and signalling

12.1 Onboard radio system

12.1.1 Non-GSM-R radio system

12.1.2 GSM-R compliant radio system

12.1.2.1 Text messages

12.1.2.2 Call forwarding

12.1.2.3 Broadcast calls

12.1.2.4 Cab-radio related requirements

12.1.2.5 Network selection by external trigger

12.1.2.6 General purpose radio-related functions

12.1.2.7 Primary controller’s MMI functionality

12.1.2.8 Use of hand portables as cab mobile radio

12.1.2.9 Capacity of onboard GSMR

12.1.2.10 GSM-R-ETCS interface

12.1.2.11 Interconnection and roaming between GSM-R networks

12.1.2.12 Border crossing

12.1.2.13 GPRS and ASCI

12.1.2.14 Interface between rolling stock driver’s safety device, vigilance device, and GSM-R onboard assembly

12.1.2.15 Test specification for mobile equipment GSM-R

12.1.2.16 Directed/automatic network selection

12.1.2.17 Registration and deregistration

12.1.2.18 GSM-R version management

12.2 Onboard signalling

12.2.1 National onboard signalling systems

12.2.2 Compatibility of signalling system with the rest of the train

12.2.3 Compatibility of rolling stock with track infrastructure

12.2.3.1 Relation between axle distance and wheel diameter

12.2.3.2 Metal free space around wheels

12.2.3.3 Metal mass of a vehicle

12.2.4 ETCS cab signalling system

12.2.4.1 Awakening

12.2.4.2 Train categories

12.2.4.3 Performance requirements for onboard GSM-R equipment related to quality of service

12.2.4.4 Use of ETCS modes

12.2.4.5 ETCS requirements when vehicle is driven from outside the cab

12.2.4.6 Level crossing functionality

12.2.4.7 Braking safety margins

12.2.4.8 Reliability — Availability — Safety requirements

12.2.4.9 Marker boards

12.2.4.10 Ergonomic aspects of the DMI

12.2.4.11 ETCS values of variables controlled outside UNISIG — Manual

12.2.4.12 KM conformance requirements

12.2.4.13 Requirements for pre-fitting ETCS onboard equipment

12.2.4.14 ETCS version management

12.2.4.15 Specification of ETCS variables

12.2.4.16 RBC — RBC interface

12.2.4.17 Additional requirements on locomotives and multiple units

12.2.4.18 Functionality and interfaces of staff protection systems to the signalling system

12.2.4.19 Interface with service brake

13 Specific operational requirements

13.1 Specific items to place onboard

13.2 Occupational health and safety

13.3 Lifting diagram and instructions for rescue

14 Freight-related items

14.1 Design, operation and maintenance constraints for the transport of dangerous goods

14.2 Specific facilities for the transport of freight

14.3 Doors and loading facilities