Appendix 1 TRAIN DETECTION SYSTEMS CHARACTERISTICS NECESSARY TO BE COMPATIBLE WITH ROLLING STOCK
United Kingdom
4.
GENERAL
4.1.
Train detection systems shall be designed in such a way that they are able to detect in a safe and reliable way a vehicle with the limit values specified in this Appendix. Section 4.3 of TSI CCS ensures the conformity of TSI-compliant vehicles with the requirements of this Appendix.
4.2.
The longitudinal vehicle dimensions are defined as:
distance between following axles, where i = 1, 2, 3, …, n-1, where n is total number of axles of the vehicle
longitudinal distance from first axle (b1) or last axle (b2) to the nearest end of the vehicle, i.e. nearest buffer/nose
total length of the vehicle
Figure 1 shows an example for a three-axle twin-bogie vehicle (n=6).
Fig. 1.
4.3.
The term wheelset shall apply to any pair of opposite wheels, even without common axle. Any references to wheelsets concern centre of wheels.
4.4.
For definition of wheel dimensions the Figure 2 applies, where:
wheel diameter
width of the rim
thickness of the flange measured at the line 10mm above the running tread as given on Fig. 2
height of the flange
Other dimensions in Fig. 2 are not relevant in this TSI
4.5.
The values quoted are absolute limit values including any measurement tolerances.
F14.6.
Infrastructure manager may permit less restrictive limits.
Fig. 2
5.
VEHICLE GEOMETRY
5.1.
Axle distances
5.1.1.
The distance ai (Fig. 1) shall not exceed 17 500 mm for existing lines, 20 000 mm for use on new lines.
5.1.2.
About distance b x
The distance b x (Figure 1) shall not exceed 4 200 mm, except if the Rolling Stock runs only on lines on which b x up to 5 000 mm is permitted.
Rolling Stock on which b x is more than 4 200 mm shall not run on lines for which b x more than 4 200 mm is not permitted.
The EC Declaration of Verification of rolling stock shall contain this indication.
On newly built sections of category I lines, the CCS train detection system shall permit rolling stock with b x up to 5 000 mm.
On other sections (upgraded or renewed category I lines on one hand, new or upgraded or renewed category II or III lines on the other hand), the CCS train detection system shall permit rolling stock with b x up to 4 200 mm. Infrastructure Managers are recommended to try to permit also rolling stock with b x up to 5 000 mm.
5.1.3.
The distance ai (Fig.1) shall not be less than:
ai = v × 7,2
where v is vehicle maximum speed in km/h and distance ai is in mm
if the vehicle maximum speed does not exceed 350 km/h; for higher speeds the limits will have to be defined when necessary.
5.1.4.
The distance L —(b1 + b2) (Fig.1) shall not be less than 3 000 mm.
5.1.5.
Specific case Germany:
Limitations on the relationship between axle distance (ai, Fig 1) and wheel diameter are still to be defined.
– Open point –
5.1.6.
Specific case Poland and Belgium (conventional lines only):
The distance bx (Fig.1) shall not exceed 3 500 mm.
5.1.7.
Specific case Germany:
The distance a i (Fig.1) between each of the first 5 axles of a train (or all axles if the train has less than 5) shall not be less than 1 000 mm if speed does not exceed 140 km/h; for higher speeds the Article applies.
5.1.8.
Specific case France high Speed TEN and Belgium high speed TEN ‘L1’ only:
The distance between first and last axle of a lone vehicle or trainset shall not be less than 15 000 mm.
5.1.9.
Specific case Belgium:
The distance L — (b1 + b2) (Fig. 1.) shall not be less than 6 000 mm
5.2.
Wheel geometry
5.2.1.
The dimension BR (Fig. 2) shall not be less than 133 mm
5.2.2.
The dimension D (Fig. 2) shall not be less than:
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330 mm if the vehicle maximum speed does not exceed 100 km/h
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D = 150 + 1,8 × v [mm]
where v is vehicle maximum speed in km/h: 100 < v ≤ 250 km/h
-
D = 50 + 2,2 × v [mm]
where v is vehicle maximum speed in km/h: 250 < v ≤ 350 km/h for higher speeds the limits will have to be defined when necessary.
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600 mm in the case of spoke wheels (spoke wheels of the design existing when the TSI enters in force only) if the vehicle maximum speed does not exceed 250 km/h.
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Specific case France:
450 mm independently of a speed.
5.2.3.
The dimension Sd (Fig. 2) shall not be less than
-
20 mm if the dimension D (Fig. 2) is more than 840 mm
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27,5 mm if the dimension D (Fig. 2) is less or equal to 840 mm
The range of the dimension Sh (Fig. 2) shall be 27,5 — 36 mm.
-
Specific case Lithuania:
The dimension Sh (Fig. 2) shall not be less than 26,25 mm
6.
VEHICLE DESIGN
6.1.
Vehicle Mass
6.1.1.
The axle load shall be at least 5 t unless the braking force of the vehicle is provided by brake blocks, in which case the axle load shall be at least 3,5 t for use on existing lines.
6.1.2.
The axle load shall be at least 3,5 t for use on new or upgraded lines.
6.1.3.
Specific case Austria, Germany, and Belgium
The axle load shall be at least 5 tonnes on certain lines.
6.1.4.
Specific case France high speed TEN and Belgium high speed TEN ‘L1’ only
If the distance between first and last axle of a lone vehicle or trainset is greater or equal to 16 000 mm, a lone vehicle or trainset mass shall be greater than 90 t. When this distance is less than 16 000 mm, and greater or equal to 15 000 mm, the mass shall be less than 90 t and greater or equal to 40 t, the vehicle must be equipped with two pairs of rail friction-shoe whose electrical base is greater or equal to 16 000 mm.
6.1.5.
Specific case Belgium high speed TEN (except ‘L1’):
A lone vehicle or trainset mass shall be at least 90 t.
6.2.
Metal-free space around wheels
6.2.1
The space where only wheels and their parts (gearboxes, brake parts, sanding tube) or non-ferromagnetic components can be mounted are to be defined
– Open point –
6.3.
Metal-mass of vehicle
6.3.1.
Specific Case Germany, Poland:
Vehicle needs either to fulfil requirement of a well-specified track-side test loop when passing the loop or shall have a minimum metal mass between wheels with a certain shape, height above rail head and conductance.
– Open point –
6.4.
Wheel material
6.4.1.
The wheels shall have ferromagnetic characteristics.
6.5.
Impedance between wheels
6.5.1.
Electrical resistance between the running surfaces of the opposite wheels of a wheelset shall not exceed:
-
0,01 Ohm for new or reassembled wheelsets
-
0,05 Ohm after overhaul of wheel sets
6.5.2.
The resistance is measured by a measuring voltage that is between 1,8 VDC and 2,0 VDC (Open voltage)
6.5.3.
Specific case Poland:
The reactance between running surfaces of a wheelset shall be less than f/100 in milliohms when f is between 500 Hz and 40 kHz, under a measuring current of at least 10 ARMS and open voltage of 2 VRMS.
6.5.4.
Specific case France:
The reactance between running surfaces of a wheelset shall be less than f/100 in milliohms when f is between 500 Hz and 10 kHz, under a measuring voltage of 2 VRMS (Open voltage)
6.5.5.
Specific case Netherlands
In addition to the general requirements in Annex A, Appendix 1, additional requirements may apply to locomotives and multiple units on track circuits.
6.6.
Vehicle impedance
6.6.1.
The minimum impedance between pantograph and wheels of the rolling stock has to be:
-
more than 0,45 Ohm inductive at 75 Hz for 1 500 VDC traction systems
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Specific case Belgium:
more than 1,0 Ohm inductive at 50 Hz for 3 kVDC traction systems
7.
ISOLATING EMISSIONS
7.1.
Use of Sanding Equipment
7.1.1.
For improving braking and traction performances, it is permissible to apply sand on the tracks. The allowed amount of sand per sanding device within 30s is
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for speeds of V < 140 km/h: 400 g + 100 g
-
for speeds of V ≥ 140 km/h: 650 g + 150 g
7.1.2.
The number of active sanding devices shall not exceed the following:
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For multiple units with distributed sanding devices: first and last car and intermediate cars with a minimum of 7 intermediate axles, between two sanding devices that are not sanded. It is permissible to couple such multiple units and to operate all sanding devices at the coupled ends.
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For loco-hauled trains
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For emergency and full service braking: all available sanding devices
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In all other cases: a maximum of 4 sanding devices per rail
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The sand shall have the following characteristics:
– Open point –
7.1.3.
Specific case United Kingdom
Sanding for traction purposes on multiple units is not permitted ahead of the leading axle below 40km/h.
– Open point –
7.2.
Use of composite brake blocks
7.2.1.
Conditions for use of composite brake blocks will have to be defined by a survey group by end 2005.
– Open point –
8.
ELECTROMAGNETIC INTERFERENCES
8.1.
Traction current
8.1.1.
Limits and accompanying explanation in a separate document that is under preparation.
– Open point –
8.2.
Use of electric/magnetic brakes
8.2.1.
The use of magnetic brakes and eddy current brakes is only allowed for an emergency brake application or at standstill. The use of magnetic brakes and eddy current brakes for an emergency brake application may be forbidden.
8.2.2.
If allowed, eddy current brakes and magnetic brakes may be used for service braking.
8.2.3.
Specific case Germany
The magnetic brake and eddy current brake is not permitted at the first bogie of a leading vehicle unless explicitly indicated otherwise.
8.3.
Electric, magnetic, electromagnetic fields
8.3.1.
– Open point –.
9.
SPECIFIC CHARACTERISTICS ON THE LINES WITH A GAUGE 1520/1524 MM
- (2)
Train detection systems installed on the lines with a gauge 1520/1524 mm have to have characteristics listed above except of those listed in this Chapter.
- (3)
The distance ai shall not exceed 19 000 mm.
- (4)
The dimension BR shall not be less than 130 mm.
- (5)
Electrical resistance between the running surfaces of the opposite wheels of a wheel-set shall not exceed 0,06 Ohm.
- (6)
The number of active sanding devices in loco-hauled trains shall not exceed 6 sanding devices per rail.