Minimum Operating Standards for Rolling Stock - Common Interface Requirements

Technical Note – TN 031: 2018

For queries regarding this document [email protected] www.transport.nsw.gov.au Technical Note – TN 031: 2018 Issue date: 19 December 2018

Effective date: 19 December 2018

Subject: Update to T HR RS 00200 ST - RSU 289 with Sub-Medium rolling stock outline

This technical note is issued by the Asset Standards Authority (ASA) as an update to the kinematic rolling stock outline test detailed in Section 27 (RSU 289) of T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements.

This technical note supersedes TN 024:2018 as updates applicable to T HR RS 00100 ST RSU 100 Series - Minimum Operating Standards for Rolling Stock – General Interface Standards v1.0 have been incorporated into the latest version (v2.0) of the standard.

The update details the testing requirements of the Sub-Medium rolling stock outline.

The following content replaces the published content detailed in Section 27 (RSU 289) of T HR RS 00200 ST.

27. Kinematic rolling stock outline test – RSU 289 27.1. Introduction

The kinematic rolling stock outline test is a type test.

This test is designed to ensure that the vehicle performs within the confines of the particular kinematic rolling stock outline specified for that vehicle type and the corridors along which the vehicle is to operate.

No part of the vehicle shall infringe the kinematic rolling stock outline under all conditions of loading, wear, and dynamic behaviour unless otherwise approved by the ASA.

Refer to Section 2.3.3 and Section 2.3.4 (both sections are in RSU 110) of T HR RS 00100 ST for details of the kinematic rolling stock outline.

A kinematic outline test shall be conducted on all vehicle types for approval to operate on the TfNSW Metropolitan Heavy Rail Network.

The ASA reserves the right to request and have a kinematic outline test carried out on any vehicle for the following reasons:

• proposed modification to the suspension characteristics

• proposed increase in vehicle centre of gravity height

• proposed change in wheel profile

• proposed change in bogie type

• proposed change in vehicle operating conditions

• any proposed vehicle modification which may affect the vehicle lateral ride performance

• where, in the ASA’s opinion, there is suspected infringement of the kinematic rolling stock outline

27.3. Basic (static) kinematic outline test

The roll and lateral displacements shall be determined on a vehicle standing on a simulated 160 mm superelevation. The state of loading shall be such as to give the maximum centre of gravity.

The vehicle shall be lifted in increments up to 160 mm on one side, and then lowered gently in increments back to the level condition. The test shall be repeated by lifting the other side of the vehicle, unless the results from the initial test are measured well within the required limits (less than 50% of the limits detailed in Section 2.3.3 (RSU 110) of T HR RS 00100 ST).

At each increment the following shall be measured:

• body roll (may be measured as an offset from the vertical datum such as string line and plumb bob)

• lateral displacement of secondary suspension

• lateral displacement of primary suspension

The results of the basic (static) kinematic outline test shall comply with the limits specified in Section 2.3.3 (RSU 110) of T HR RS 00100 ST.

The basic (static) kinematic outline test shall be successfully carried out, and requirements met, prior to attempting the dynamic kinematic outline test.

For rolling stock designed to meet the Sub-Medium rolling stock outline, the requirements of this section are additional to the requirements of Section 27.3.

The roll and lateral displacements shall be determined on a vehicle standing on a simulated superelevation equivalent to 126 mm, determined by calculating S x 1.143, where S is the maximum actual superelevation of 110 mm for track meeting the requirements for the Sub- Medium rolling stock outline.

The state of loading shall be such as to give the maximum centre of gravity.

The vehicle shall be lifted in increments up to the required test superelevation on one side, and then lowered gently in increments back to the level condition. The test shall be repeated by lifting the other side of the vehicle, unless the results from the initial test are measured well within the required limits (less than 50% of the limits detailed in Section 2.3.4 (RSU 110) of T HR RS 00100 ST).

At each increment the following shall be measured:

a. body roll (may be measured as an offset from the vertical datum such as string line and plumb bob)

b. lateral displacement of secondary suspension

c. lateral displacement of primary suspension

The results of the basic (static) kinematic outline test shall comply with the limits specified in Section 2.3.4 (RSU 110) of T HR RS 00100 ST.

The basic (static) kinematic outline test shall be successfully carried out, and requirements met, prior to attempting the dynamic kinematic outline test.

27.5. Dynamic kinematic outline test

The vehicle shall be instrumented to determine roll relative to the rail plane, taken as the average position of the wheelsets and lateral displacement of the vehicle body relative to the wheel. Refer to Section 2.3.3 (RSU 110) of T HR RS 00100 ST for allowable kinematic parameters.

The state of loading of the vehicle shall be such as to give the maximum centre of gravity.

The test shall be conducted with the vehicle negotiating an agreed test track site as specified in Section 27.7 with 145 per cent of the design cant deficiency.

27.6. Dynamic kinematic outline test – additional requirements for Sub-Medium rolling stock outline

For rolling stock designed to meet the Sub-Medium rolling stock outline, the requirements of this section are additional to the requirements of Section 27.5.

The vehicle shall be instrumented to determine roll relative to the rail plane, taken as the average position of the wheelsets and lateral displacement of the vehicle body relative to the wheel. Refer to Section 2.3.4 (RSU 110) of T HR RS 00100 ST for allowable kinematic parameters.

The state of loading of the vehicle shall be such as to give the maximum centre of gravity.

The test shall be conducted with the vehicle negotiating a test track site as specified in Section 27.8.

For the purpose of simulation, car body roll should be measured as follows:

a. relative to the average position of all axles or wheelsets associated with the vehicle body

b. at the mid-point of the car length (that is, equal distances between bogie centres)

For the purpose of simulation, car body lateral translation should be measured at each bogie as follows:

a. relative to the average of the longitudinal centreline of the two axles associated with each bogie

b. at a height of 610 mm from top of rail

c. with vehicle centre throw excluded from the results

For the purpose of on track testing, it is not feasible to measure relative to the design alignment. Therefore, for on track testing:

a. the rail plane should be calculated based on the average measured position of all four axles or wheelsets

b. the car body roll is the angle between the car body and the average measured position of all four axles or wheelsets

c. the car body lateral translation is determined at each bogie, relative to the average position of the longitudinal centrelines of the two axles or wheelsets associated with each bogie

27.7. Test track configuration

Kinematic outline testing shall be conducted on a minimum length of track of 500 m with a track condition index (TCI) less than or equal to 50 and with no significant defects, or as agreed by the ASA. The test track quality should represent at least 60 per cent of the routes on which the vehicle would be operating.

27.8. Test track configuration for Sub-Medium rolling stock outline test

Due to the additional controls in place on designated Sub-Medium corridors, the test track requirements in this section apply when conducting kinematic rolling stock outline tests for vehicles designed to meet the Sub-Medium rolling stock outline.

The kinematic parameters for vehicles designed to meet the Sub-Medium rolling stock outline are specified in T HR RS 00100 ST (RSU 110).

The test track configuration shall be as follows:

a. The vehicle shall be tested (by simulation) to a speed representing 145 mm cant deficiency, on the design track alignment representing the Sub-Medium corridor, with no track defects present, and with the vehicle configuration to give the maximum centre of gravity, and using nominal suspension parameters (not considering suspension tolerances).

b. The vehicle shall be tested (by physical test) at a test speed of 65 km/h, representing 130% of the design operating speed at the Sub-Medium corridor. The test shall be carried out with track conforming to track geometry and transit space requirements defined by ESC 210 and ESC 215. The test shall be carried out with track defect limits defined by TMC 203 for response category P1, considering single discrete defects only (combined defects shall not be considered), for Sub-Medium rolling stock, and with the vehicle configuration to give the maximum centre of gravity.

Note: Where kinematic performance of the vehicle exceeds the limits due to combined track defects, the performance associated with the combined defects should not be considered.

Kinematic outline testing and simulation shall be conducted on a minimum length of track representing the full extent of the Sub-Medium corridor.

27.9. Assessment of tests

The worst condition of roll and the worst condition of lateral displacement, whether from the static or dynamic testing or both, shall be assessed for compliance with the kinematic rolling stock outline requirements.

27.10. Simulation of kinematic outline test

Unless indicated otherwise in the test requirements of Section 27.1 to Section 27.9, a computer- simulated test may be accepted as an alternative to conducting the kinematic rolling stock outline test.

For rolling stock designed to meet the Sub-Medium rolling stock outline, simulations will not be accepted as the primary means of validation of kinematic performance, and a physical test will be required, except where indicated in Section 27.8.

The simulation shall be validated using data from measured dynamic responses of the vehicle.

AS 7507 does not require the validation of computer simulation. Validation is required for all vehicle computer simulations before operating on the TfNSW Metropolitan Heavy Rail Network.

Authorisation:

Technical content Checked and Interdisciplinary Authorised for prepared by approved by coordination release checked by Signature

Date Name Jakub Zawada Michael Uhlig Peter McGregor Jagath Peiris Position Principal Engineer, Lead Rolling Stock A/Chief Engineer Director Rolling Stock Access Engineer Network Standards Integrity and Services

Standard

RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements

Version 1.0

Issued Date: 19 December 2014

Reconfirmed 09 July 2019

Important Warning

This document is one of a set of standards developed solely and specifically for use on the rail network owned or managed by the NSW Government and its agencies. It is not suitable for any other purpose. You must not use or adapt it or rely upon it in any way unless you are authorised in writing to do so by a relevant NSW Government agency.

If this document forms part of a contract with, or is a condition of approval by, a NSW Government agency, use of the document is subject to the terms of the contract or approval.

This document may not be current. Current standards are available for download from the Asset Standards Authority website at www.asa.transport.nsw.gov.au.

Standard governance

Owner: Lead Engineer Rolling Stock, Asset Standards Authority Authoriser: Chief Engineer Rail, Asset Standards Authority Approver: Director, Asset Standards Authority on behalf of ASA Configuration Control Board

Document history

Version Summary of change 1.0 First issue

For queries regarding this document, please email the ASA at [email protected] or visit www.asa.transport.nsw.gov.au

Preface

The Asset Standards Authority (ASA) is an independent unit within Transport for NSW (TfNSW) and is the network design and standards authority for defined NSW transport assets.

The ASA is responsible for developing engineering governance frameworks to support industry delivery in the assurance of design, safety, integrity, construction, and commissioning of transport assets for the whole asset life cycle. In order to achieve this, the ASA effectively discharges obligations as the authority for various technical, process, and planning matters across the asset life cycle.

The ASA collaborates with industry using stakeholder engagement activities to assist in achieving its mission. These activities help align the ASA to broader government expectations of making it clearer, simpler, and more attractive to do business within the NSW transport industry, allowing the supply chain to deliver safe, efficient, and competent transport services.

The ASA develops, maintains, controls, and publishes a suite of standards and other documentation for transport assets of TfNSW. Further, the ASA ensures that these standards are performance based to create opportunities for innovation and improve access to a broader competitive supply chain.

This document supersedes RailCorp standard ESR 0001-200 – Minimum Operating Standards for Rolling Stock – Common Interface Requirements, Version 1.5. The changes to previous content include the following:

• replacement of RailCorp organisation roles and processes with those applicable to the current ASA organisational context

• minor amendments and clarification to content

• conversion of the standard to ASA format and style

• update of static vehicle twist test (RSU 283)

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

Table of contents

1. General requirements – RSU 200 ...... 8 1.1. Introduction ...... 8 1.2. Purpose ...... 8 1.3. Application ...... 8 1.4. Referenced documents ...... 9 1.5. Australian standards for railway rolling stock...... 9 2. Wheels – RSU 210 ...... 11 3. Wheels, design and manufacture – RSU 211 ...... 11 3.1. Introduction ...... 11 3.2. Wheel design ...... 11 3.3. Wheel manufacture ...... 12 3.4. Wheel profile machining ...... 14 3.5. Tyred wheels...... 15 3.6. Wheel generated noise ...... 15 4. Wheels, minimum operational requirements – RSU 212 ...... 16 4.1. Introduction ...... 16 4.2. Wheel rim thickness limits ...... 16 4.3. Permissible variation in wheel diameter ...... 16 4.4. Wheel defects ...... 17 5. Axles – RSU 220, RSU 221, and RSU 222 ...... 19 5.1. General ...... 19 6. Wheel and axle assembly – RSU 230 ...... 20 6.1. General ...... 20 6.2. Assembly procedure ...... 20 6.3. Lubricant for pressing wheels onto axles ...... 20 6.4. Wheelset identification ...... 21 6.5. Information to be recorded ...... 21 6.6. Wheelset dimensional tolerances ...... 22 7. Axle bearing assemblies – RSU 240 ...... 24 7.1. Axle roller bearing design and application ...... 24 7.2. Approved axle roller bearings ...... 24 7.3. Axle roller bearing maintenance ...... 24 7.4. Axle roller bearing defects detected in the field ...... 24 7.5. Package unit bearing defects detected in the field ...... 25 7.6. Action required following derailments for axle roller bearings...... 25 7.7. Axle package unit bearing adaptors ...... 25 7.8. Axlebox plain bearing assemblies (for heritage and legacy rolling stock) ...... 26 8. Bogie frames and associated componentry – RSU 250 ...... 29 8.1. Bogie frames and associated componentry, design, and manufacture ...... 29 8.2. Bogie frames, operational requirements ...... 30 9. Vehicle suspension – RSU 260 ...... 32 10. Suspension springs – RSU 261 ...... 33 10.1. Suspension spring design and manufacture ...... 33 10.2. Suspension spring defects ...... 33 10.3. Air spring defects ...... 33 10.4. Operation of vehicles with deflated air springs ...... 33

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

11. Suspension damping – RSU 262 ...... 34 11.1. Suspension damping design...... 34 11.2. Suspension damping defects...... 34 12. Resilient suspension components – RSU 263 ...... 35 12.1. Design and manufacture ...... 35 12.2. Maintenance...... 35 12.3. Defects ...... 35 13. Constant contact sidebearers (CCSB) – RSU 264 ...... 36 13.1. Sidebearer type ...... 36 13.2. Design and selection of CCSBs ...... 37 13.3. Inspection for defects and wear...... 38 14. Brakes and pneumatic equipment – RSU 270 ...... 39 14.1. Introduction ...... 39 14.2. General requirements ...... 39 14.3. Maintenance...... 39 15. Brake equipment compatibility – RSU 271 ...... 40 15.1. Introduction ...... 40 15.2. Brake blocks and disc pads ...... 40 15.3. Location of end equipment...... 40 15.4. Coupling cocks ...... 40 15.5. Coupling hoses ...... 42 15.6. Parking brake or handbrake ...... 45 15.7. Securing of brake gear ...... 46 15.8. Dummy couplings ...... 46 16. Brake blocks and disc pads – RSU 272 ...... 47 16.1. General ...... 47 16.2. Composite brake blocks ...... 47 16.3. Cast iron insert composite brake blocks ...... 47 16.4. Cast iron brake blocks ...... 48 16.5. Abrasive brake blocks ...... 48 16.6. Noise limits ...... 48 17. Pneumatic equipment – RSU 273 ...... 49 17.1. Pressure vessels ...... 49 18. Vehicle compatibility tests – RSU 280 ...... 50 18.1. Introduction ...... 50 18.2. Sequencing of tests ...... 51 19. Static rolling stock outline test – RSU 281 ...... 56 19.1. Introduction ...... 56 19.2. Test configuration ...... 56 19.3. Equivalent swept path ...... 56 20. Static vehicle weigh test – RSU 282 ...... 58 20.1. Introduction ...... 58 20.2. When a static vehicle weigh test shall be performed ...... 58 20.3. When a static vehicle weigh test is recommended ...... 59 20.4. Weighing test procedure ...... 59 20.5. Maximum axle load ...... 59 21. Static vehicle twist test – RSU 283...... 61 21.1. Introduction ...... 61

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

21.2. When a twist test is required ...... 61 21.3. Twist test requirements ...... 62 21.4. Maximum permissible wheel unloading ...... 62 21.5. Vehicle configuration for twist test ...... 62 21.6. Twist test criteria ...... 63 22. Static vehicle-bogie swing test – RSU 284 ...... 66 22.1. Introduction ...... 66 22.2. Vehicle configuration ...... 66 22.3. Minimum horizontal curve radius ...... 66 22.4. Minimum clearance ...... 66 22.5. Calculation of swing deflection...... 67 23. Static vehicle-vehicle swing test – RSU 285 ...... 69 23.1. Introduction ...... 69 23.2. Vehicle configuration ...... 69 23.3. Minimum horizontal curve radius ...... 69 23.4. Minimum vertical curve radius ...... 70 23.5. Base vehicle dimensions ...... 70 23.6. Minimum clearance ...... 70 24. Static brake tests – RSU 286 ...... 71 24.1. Introduction ...... 71 24.2. When a static brake test is required ...... 71 24.3. Net brake ratio ...... 72 24.4. Single car air test ...... 72 24.5. Parking brake or handbrake holding test ...... 73 24.6. Static brake valve operation test ...... 73 24.7. Operational test of driver safety systems ...... 73 25. Brake performance test - RSU 287 ...... 74 25.1. Introduction ...... 74 25.2. When a brake performance test is required ...... 74 25.3. Track configuration ...... 75 25.4. Stopping distance test ...... 75 25.5. Stopping distance test criteria ...... 76 25.6. Measuring deceleration ...... 76 25.7. Calculation of average deceleration ...... 77 25.8. Brake functionality test ...... 77 26. Ride performance test – RSU 288 ...... 78 26.1. Introduction ...... 78 26.2. When a ride performance test is required ...... 78 26.3. Base ride performance requirements ...... 79 26.4. Vehicle test configuration ...... 79 26.5. Wheel profile for vehicles undergoing testing...... 80 26.6. Test track configuration ...... 80 27. Kinematic rolling stock outline test – RSU 289 ...... 81 27.1. Introduction ...... 81 27.2. When a kinematic outline test is required ...... 81 27.3. Basic (static) kinematic outline test ...... 81 27.4. Dynamic kinematic outline test requirements ...... 82 27.5. Test track configuration ...... 82 27.6. Assessment of tests ...... 82

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

27.7. Simulation of kinematic outline test ...... 82 28. Pitch and bounce performance test – RSU 290 ...... 84 28.1. Introduction ...... 84 28.2. When a pitch and bounce test is required ...... 84 28.3. Pitch and bounce test requirements ...... 84 28.4. Pitch and bounce test track configuration ...... 85 28.5. Simulation of pitch and bounce test ...... 86 29. Environmental tests – RSU 292 ...... 87 29.1. Introduction ...... 87 29.2. Noise tests ...... 87 29.3. Vibration tests ...... 87 29.4. Air quality emission tests ...... 87 30. Signal visibility test – RSU 293 ...... 88 30.1. Introduction ...... 88 30.2. Visibility test ...... 88 31. Electrical safety inspection – RSU 294 ...... 89 31.1. Introduction ...... 89 31.2. When an electrical safety inspection is required ...... 89 31.3. Electrical safety inspection ...... 89 32. Signal compatibility test – RSU 295 ...... 91 32.1. Introduction ...... 91 32.2. When a signal compatibility test is required ...... 91 32.3. Signal compatibility tests ...... 91 33. Signal and communication system interference test – RSU 296 ...... 92 33.1. Introduction ...... 92 33.2. When a signal and communication system interference test is required ...... 92 33.3. Interference tests ...... 92 34. Vehicle structural tests – RSU 297...... 93 34.1. Introduction ...... 93 34.2. Jacking point vertical load test ...... 93 34.3. Static end compression test...... 93 34.4. Single vehicle impact test ...... 94 35. Curve stability tests – RSU 298 ...... 96 35.1. Introduction ...... 96 35.2. Curve stability tests ...... 96 36. Safety equipment function test – RSU 299 ...... 97 36.1. Introduction ...... 97 36.2. Driver safety system ...... 97 36.3. Driver’s emergency cock ...... 98 36.4. Lights ...... 98 36.5. Horns ...... 98 36.6. Speed indicating device ...... 98

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

1. General requirements – RSU 200 1.1. Introduction

The Asset Standards Authority (ASA) has established interface requirements for rolling stock operating on the RailCorp network. These requirements are covered throughout this manual under common and specific interface requirements

An interface standard is one covering the interfaces between the rolling stock and its operating environment. That is for example, the wheel/rail interface, the vehicle and vehicle envelope interface, the vehicle noise and its environmental surroundings, and so forth.

The T HR RS 00200 ST (RSU 200 series) standards are part of the ASA minimum operating standards for rolling stock. This series should be read in conjunction with the entire standard, which is made up of the following parts:

T HR RS 00000 ST (RSU 000 series) General requirements

T HR RS 00100 ST (RSU 100 series) General interface requirements

T HR RS 00200 ST (RSU 200 series) Common interface requirements

T HR RS 00300 ST (RSU 300 series) Locomotive specific interface requirements

T HR RS 00400 ST (RSU 400 series) Freight vehicle specific interface requirements

T HR RS 00500 ST (RSU 500 series) Locomotive hauled passenger vehicle specific interface requirements

T HR RS 00600 ST (RSU 600 series) Multiple unit train specific interface requirements

T HR RS 00700 ST (RSU 700 series) Infrastructure maintenance vehicle specific interface requirements

T HR RS 00811 ST to T HR RS 00890 ST (RSU App A1 to App I) Appendices

1.2. Purpose

The purpose of these standards is to ensure that all rolling stock operating on the RailCorp network meet the minimum standards to ensure compatibility with the network and its infrastructure as required by TfNSW’s accreditation with the Office of National Rail Safety Regulator (ONRSR).

1.3. Application

The requirements of these standards will apply to all new, substantially modified rolling stock and rolling stock that has not operated on the RailCorp network. Older rolling stock that was operating on the RailCorp network as at August 1997 may not fully comply with the

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

requirements of these standards but will be assessed considering the design and proposed use of the rolling stock.

In these standards, the terms 'owner' and 'operator’ are used. They refer to the owner of the rolling stock and the operator using that rolling stock. These may or may not be the same organisation.

When the word 'shall' is used in this document, the requirements shall be read as mandatory for rolling stock operating on the RailCorp network.

When the word 'should' is used in this document, the requirements shall be read as recommended.

When the word 'may' is used in this document, the requirements shall be read as allowable.

1.4. Referenced documents

Australian standards

Railways of Australia (ROA) Manual of Engineering Standards and Practices

Australian standards for railway rolling stock (RISSB AS 7500 series standards)

Transport for NSW standards

Train Operating Conditions Manual TS TOC 1, 2, and 3

Other reference documents

Association of American Railroads (AAR) Manual of Standards and Recommended Practices

1.5. Australian standards for railway rolling stock

The RISSB (Rail Industry Safety and Standards Board), part of the Australasian railway association, are currently writing the Australian standards for railway rolling stock which will eventually supersede the Railways of Australia (ROA) Manual of Engineering Standards and Practices.

The requirements of the Asset Standards Authority (ASA) minimum operating standards for rolling stock will generally align with the Australian standards for railway rolling stock but may contain additional requirements.

Where applicable throughout this standard, the Australian standards for railway rolling stock are referenced for use.

The content in the applicable section of this standard is aligned with the Australian standards for railway rolling stock.

Where additional requirements to the Australian standards have been identified, these are indicated with separator lines and blue bold text. For example:

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

AS 7500: Additional requirements to the Australian standards for rolling stock will be indicated in bold text such as this.

These additional requirements shall be treated as mandatory.

For any rolling stock to operate on the RailCorp network, the requirements of the ASA minimum operating standards for rolling stock standards will take precedence to the Australian standards where there are conflicts in requirements.

Note: The gap analysis of the ASA minimum operating standards for rolling stock and the Australian standards for railway rolling stock is ongoing. As new Australian standards for railway rolling stock are published and as the gap analysis progresses, additional indications of variance will be added to these standards.

The current listing of Australian standards for railway rolling stock can be found on the RISSB website1. The list categorises standards as being 'published', 'in progress' or 'future'.

To obtain access to the published Australian standards for railway rolling stock, go to www.rissb.com.au

1 www.rissb.com.au

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

2. Wheels – RSU 210

This unit specifies the design, manufacture, and minimum operational requirements for integral steel wheels and tyred wheels on vehicles operating on the RailCorp network.

3. Wheels, design and manufacture – RSU 211

Australian standard for railway rolling stock AS 7514 – Wheels, is acceptable for use for this section except where indicated with separator lines and blue bold text. The remainder of the content of this section is in alignment with AS 7514.

3.1. Introduction

This unit covers the requirements for integral steel wheels and tyred wheels. For information specific to tyred wheels, refer to Section 3.5 (RSU 211).

Additional requirements, particular to certain types of rolling stock, can be found in the series dealing with that rolling stock type.

3.2. Wheel design 3.2.1. Minimum wheel design standards

Wheels shall be designed in accordance with the standards as nominated in AS 7514.

All wheels shall comply with the additional requirements stated in sections 3.2.2, 3.2.3, 3.2.4, and 3.2.5.

3.2.2. Wheel diameter

The wheel diameter is measured at the wheel tread centre line, which is 70 mm from the back face of the wheel, as shown on the relevant profile drawing.

In determining operating conditions, the ASA will consider the maximum P/D ratio, (the ratio of maximum static wheel load to minimum [condemn] wheel diameter). Refer to T HR RS 00100 ST section 3 (RSU 120).

3.2.3. Condemning limit rim thickness

AS 7514: the wheel condemning rim thickness shall be in accordance with section 4.2 (RSU 212) and not as per AS 7514.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

3.2.4. Wheel width

Wheel overall width, measured from the back of the flange to the wheel rim face, shall nominally range from 130 mm to 140 mm, with 140 mm being mandatory for locomotives and vehicles with axle loads of 22 tonnes and greater.

AS 7514: only requires nominal 140 mm wide wheels for axle loads of 25 tonnes and greater, this differs to the RailCorp Network which requires 140 mm wide wheels for axle loads 22 tonnes (and greater) and locomotives.

It is recommended that when existing locomotives (fitted with 130 mm wide wheels) are fitted with new wheels, these wheels be 140 mm wide, where practical.

The tolerance on wheel width is +0 / -3 mm.

3.2.5. Wheel web shape

S-Plate, low stress wheels are preferred for all rolling stock where tread braking is performed, and shall be used for all AAR Class C, or equivalent, wheel material applications where tread braking is performed. See Section 3.3.2 for brake block compatibility.

Conventional curved plate wheels are acceptable for AAR Class A and B, or equivalent, wheel material applications. See Section 3.3.2 for brake block compatibility.

Straight webbed wheels are to be avoided on tread braked vehicles where possible.

3.3. Wheel manufacture 3.3.1. Manufacturing method

Wheels shall be manufactured in accordance with the standards as nominated in AS 7514.

All wheels shall comply with the additional requirements stated in sections 3.3.2, 3.2.3, and 3.3.4.

3.3.2. Wheel material and brake block compatibility for tread brakes only

Only the following combinations of wheel material and brake block type are recommended, in order to reduce the incidence of thermal tread damage (for tread brakes only):

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

Table 1 - Wheel material and brake block compatibility

Type of brake block Class of wheel Low friction AAR Class A or equivalent Medium friction AAR Class A or equivalent High friction AAR Class A, B or C or equivalent Cast iron AAR Class A, B or C or equivalent

Refer to Section 16 (RSU 272) for brake block friction characteristics.

3.3.3. Wheel identification

The serial numbers on all wheels shall be traceable back to the manufacturer and the specific heat batch.

The method specified in diagram G11 in T HR RS 00870 ST (RSU Appendix G) of this manual is recommended.

3.3.4. Wheel profiles

Wheel profiles shall be either WPR 2000 or ANZR-1, including 7/8 flange profile variants.

a) WPR 2000 Intersystem profile

The WPR 2000 wheel profile is a worn wheel profile designed to enhance wheel life over that of the ANZR-1 profile; however the WPR 2000 profile has a higher conicity than the ANZR-1 wheel profile.

The WPR 2000 wheel profile is preferred for rolling stock that is confined to the RailCorp network and is mandatory for all TfNSW passenger rolling stock.

This profile is depicted in diagrams G1, G2, G3, and G4 in T HR RS 00870 ST (RSU Appendix G).

Where it can be demonstrated that a vehicle experiences bogie instability, the standard ANZR-1 profile may be used (see Section 3.3.4. part b). The 7/8 flange variant of this profile is also permitted.

b) standard ANZR profile (also known as the ANZR-1 profile)

The ANZR-1 wheel profile is mandatory for the following:

o rolling stock which exhibits lateral instability (hunting) when fitted with the WPR 2000 profile

o where required by an adjoining network owner where this profile is required by that network manager, for operation on RailCorp and the adjoining network

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

This profile is depicted in diagram G5 in T HR RS 00870 ST (RSU Appendix G) of this manual.

The 7/8 flange variant of this profile is also permitted.

c) test profile

The acceptable worn wheel test profile to be used in ride stability testing is the full flange WPR 2000 wheel profile. Refer to diagrams G1 and G2 in T HR RS 00870 ST (RSU Appendix G) of this manual.

d) alternate profiles

Alternate profiles will be considered; however, such proposals shall be compatible with the rail profile and the TfNSW rail management methods and can only be used with the approval of ASA.

3.4. Wheel profile machining 3.4.1. Surface finish

It is important when machining the wheel tread and flange profile that the surface finish be maintained within acceptable limits. This is to ensure that surfaces that can normally contact the rail or check rail or both are smooth, free of machine chatter marks, surface waviness, or grooving, which could contribute to a wheel flange climb type derailment.

The surface finish of the wheel tread and flange, after machining shall not exceed 12.5 μm (micrometres) RA (roughness average).

3.4.2. Machine tolerance and undercutting

The profile of a freshly machined wheel tread and flange shall not deviate below the true profile by more than 0.25 mm. That is, it shall not be possible to insert a 0.25 mm feeler gauge beneath a profile gauge positioned on the wheel tread.

Undercutting, grooving, or waviness of the tread surface between the flange back and the outer edge of the tread, is permitted, but shall not exceed 0.25 mm in depth below the true tread profile.

3.4.3. Witness marks

Witness marks used for an indication of machining efficiency, are permitted between the flange tip and a point 10 mm above the wheel tread baseline and shall not exceed 6 mm in width.

Witness marks permitted shall only be as a result of the wheel machining process, where the witness mark represents a section of the wheel surface which has not been machined, and contains the original material surface.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

Witness marks shall not include wheel damage from derailments and so forth, or incorrect machining process.

Figure 1 - Witness mark

Refer to section 13.9 of ESR 0331 for witness groove checking gauge.

3.5. Tyred wheels 3.5.1. Vehicles fitted with tyred wheels

The use of tyred wheels will only be permitted on steam locomotives and historical vehicles where such vehicles were originally equipped with tyred wheels. Owner and operators of vehicles with tyred wheels shall have in place adequate maintenance procedures to ensure that tyred wheels are inspected regularly to prevent the possibility of loose tyres.

All other vehicles shall be equipped with integral steel wheels unless otherwise approved by ASA.

3.5.2. Brake block compatibility with tyred wheels

Only cast iron brake blocks shall be used with tyred wheels.

3.6. Wheel generated noise

Noise pollution has become an important environmental issue for the rail system as a whole, and owners and operators are encouraged to seek a wheel design that attenuates noise emissions, including curve squeal.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

4. Wheels, minimum operational requirements – RSU 212

Australian standard for railway rolling stock AS 7517 – Wheelsets is acceptable for use for this section except where with separator lines and blue bold text. The remainder of the content of this section is in alignment with AS 7517.

4.1. Introduction

This standard describes the minimum allowable conditions under which integral steel wheels and tyred wheels may continue in service, and operating restrictions imposed for defective wheels found in service.

4.2. Wheel rim thickness limits

A rail vehicle shall not remain in service if it has a wheel rim thickness less than the limits specified below, with reference to Figure 2.

Table 2 - Minimum wheel rim thickness

Vehicle type Minimum wheel rim thickness Freight vehicles up to 25 tonne axle load 20 mm (see Note) Freight vehicles over 25 tonne axle load 22 mm (see Note) Passenger vehicles 25 mm (see Note) Locomotives 22 mm (see Note) Infrastructure maintenance vehicles up to 20 mm (see Note) 25 tonne axle load Infrastructure maintenance vehicles over 22 mm (see Note) 25 tonne axle load

Note: The minimum wheel rim thickness may be dictated by bogie component clearances, such as gearboxes, above the rolling stock outline.

4.3. Permissible variation in wheel diameter

On freight vehicles, the wheel diameter variation on wheelsets, bogies, and between bogies fitted to vehicles shall be as per the limits specified in Table 3.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

Table 3 - Maximum permissible variation in wheel tread diameter

Location of wheels Maximum permissible variation in wheel tread diameter Per axle (new or re-tuned) 0.5 mm Per axle (in service) 1 mm Per bogie 25 mm Per vehicle 60 mm

AS 7517: permits a maximum permissible difference in wheel diameter on one axle of 1.0 mm for freight vehicles, this differs to the requirement of 0.5 mm for the RailCorp Network.

On locomotives, locomotive hauled passenger cars, multiple unit rolling stock, and infrastructure maintenance vehicles, the diameter variations on wheels shall be in accordance with vehicle manufacturer’s requirements, but they shall not exceed the values specified in Table 3.

AS 7517: In addition to the above clause, AS 7517 provides supplementary tables showing maximum permissible difference in wheel diameter per axle for locomotives, and passenger vehicles at speeds above and below 120 km/h.

AS 7517 also permits a maximum permissible difference in wheel diameter per axle of 1.0 mm for infrastructure maintenance vehicles.

4.4. Wheel defects 4.4.1. Wheel defect limits and associated action required

ESR 0330 Wheel defect manual details the allowable limits for the inspection of all rail vehicle wheels for various tread and flange defects.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

Figure 2 - Wheels – location of limiting dimensions

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

5. Axles – RSU 220, RSU 221, and RSU 222

Australian standard for railway rolling stock AS 7515 – Axles, is acceptable for use for this section except where with separator lines and blue bold text. The remainder of the content of this section is in alignment with AS 7515.

5.1. General

All axles shall be designed, manufactured, and operated in accordance with the standards as nominated in AS 7515.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

6. Wheel and axle assembly – RSU 230

6.1. General

This unit applies to wheelsets comprising both integral steel wheels and tyred steel wheels.

6.2. Assembly procedure

The operator shall follow proven industry standards for the assembly of wheels onto axles. These standards may allow either conventional pressing using a suitable lubricant, or shrink fitting, to the required interference.

The operator shall follow proven industry standards for the assembly of other components, such as disc brakes, gear wheels, and bearings onto axles.

6.3. Lubricant for pressing wheels onto axles

The owner or operator shall use a proven wheelmount lubricant for wheelset assembly. Only type approved wheelmount lubricants shall be used. The following lubricants are currently approved:

• Hi Tek Lube 150

• Molykote GN Plus Paste

Where a lubricant is proposed which is not type approved the application shall be subject to the ASA type approval process.

Warning: Some lubricants are affected by increased wheel temperatures due to braking, allowing relative movement between wheel and axle.

Some lubricants may affect electrical conductivity for signal shunting.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

AS 7517: AS 7517 does not specify lubricants, the above requirement for lubricants supersedes the AS 7517 requirement in relation to lubricants.

In addition to the requirements included in T HR RS 00200 ST, AS 7517 specifies the wheelset electrical resistivity, the electrical resistivity requirement specified in T HR SC 00006 ST shall take precedence over that specified in AS 7517.

6.4. Wheelset identification

Each assembled wheelset shall have a unique identification number. This number could be the unique axle identification number.

The wheelset should be marked with the following information:

• unique identifier for the facility assembling the wheelset

• month and year when wheelset was assembled

• wheelset unique identification number

6.5. Information to be recorded

For the assembly of all wheelsets, the following information shall be recorded, and retained for the life of the wheelset assembly for audit purposes, and for the purposes of investigation in the event of a failure in service:

• date wheelset assembled

• wheelset unique identification number

• axle wheelseat diameter, measured at 90 degree intervals around the circumference, and in two planes on the wheelseat

• wheel bore diameter, measured at 90 degree intervals around the circumference, and in two planes of the wheel bore

• press on graph (force versus displacement) and press-on tonnage achieved for each wheel pressed on, where applicable

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

• wheelset back to back dimension, measured at three points equidistant around the outer wheel circumference 40 mm below the outer circumference of the wheel flange

• individual wheel and axle identification

• if press fitted, lubricant used

• if shrink fitted, wheel test load

• variation in wheel diameters

6.6. Wheelset dimensional tolerances

Figure 3 - Wheelset measurements

6.6.1. Wheelset back to back dimension

The back to back measurement is shown as dimension A1 in Figure 3.

a) wheelset assembly dimension

For the assembly of all wheelsets, the wheelset back to back dimension shall be in the following range, as measured at three points equidistant around wheels at a point 40 mm below the outer circumference of the wheel flange.

o minimum 1357 mm

o maximum 1360 mm The difference between any two dimensions shall not exceed 1 mm.

b) in service dimension

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

For measurement of wheelset back to back in service, the wheelset back to back shall be measured at four points representing the 3 o’clock, 6 o’clock, 9 o’clock and 12 o’clock positions around the wheel, at a point 40 mm below the outer circumference of the flange. When the wheelset is rotated 180 degrees, and the back to back is measured again at four new points representing 3 o’clock, 6 o’clock, 9 o’clock and 12 o’clock, there shall be not more than 3 mm variation between the 6 o’clock and 12 o’clock dimensions.

Note: The allowable variation is because of axle bending, when the wheelset is installed beneath a vehicle.

o minimum 1357 mm

o maximum 1360 mm c) AAR wheelsets with reduced back to back AAR wheelsets with the wide flange profile and reduced back to back dimension will not be permitted to operate on the RailCorp Network.

AS7517: AS7517 does not refer to AAR wheelsets with reduced back to back. AAR wheelsets with wide flange profile and reduced back to back dimension will not be permitted to operate on the RailCorp network.

6.6.2. Location and alignment of wheels on axle

The wheels should be symmetrically located on the axle.

This can be measured by comparing dimensions C and C1 in Figure 3.The difference between C and C1 should not exceed 1 mm. Alternatively, the wheels can be measured from the axle longitudinal centre. The difference in distance between wheels from the axle longitudinal centreline should not exceed 2.4 mm.

The tread radial runout and flange back axial runout, as indicated by dimension H and G in Figure 3, shall not exceed the figures specified in AS 7517.

6.6.3. Wheel dimensions

The allowable differences in wheel diameters are detailed in T HR RS 00200 ST, Section 4 (RSU 212).

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

7. Axle bearing assemblies – RSU 240 7.1. Axle roller bearing design and application

Axle roller bearing assemblies shall be operated within their designed load capacity.

In the selection of roller bearing assemblies, due regard shall be given to the fatigue life of the bearing assembly, taking into account all the factors relevant to the application.

7.2. Approved axle roller bearings

Only roller bearings, including package unit bearings, with a proven reliability in an Australian mainline railway operating environment for a particular bearing application shall be used.

Where bearings are proposed which fall outside that specified above, the owner / operator shall advise ASA and indicate the proposed method of testing and evaluation of such bearings to substantiate their reliability and suitability for the application.

7.3. Axle roller bearing maintenance

Proven industry standards and procedures shall be in place for the following maintenance activities:

• installation and removal of roller bearing assemblies to and from axles

• lubrication of axle roller bearing assemblies

• remanufacture of axle roller bearing assemblies, where applicable

• requalification of axle journals, axle boxes, and bearing adaptors

• regular field inspection of axle roller bearing assemblies for defects

• field adjustment of axle roller bearing assemblies

7.4. Axle roller bearing defects detected in the field

Axle roller bearing assemblies with defects listed below shall not enter service or remain in service:

• visible evidence of overheating or a temperature at inspection considerably greater than that of the other units in the same bogie or vehicle (or as detected by wayside equipment).

• visible evidence of water damage, submersion, and penetration

• visible evidence of damage caused by arc welding, flame, cutting, and so forth

• any other visible evidence or indication of external damage

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

[Reference: ROA Manual of Engineering Standards and Practices, section 24.2.11.1.1]

• lateral movement

• loose or missing end cover or gas plug

7.5. Package unit bearing defects detected in the field

Axle roller bearing assemblies (package bearing units) with defects listed below shall not enter service or remain in service:

• seals which are loose in the counterbore of the bearing cup or outer race (able to be moved by rotating by hand using a suitable blunt probe), misaligned, visibly damaged or distorted, or which show evidence of recent leakage or loss of grease

• loose or missing cap screws or locking plate

• damaged or distorted end cap or locking plate

• visible evidence of overheating or a temperature at inspection considerably greater than that of the other units in the same bogie or vehicle (or as detected by wayside equipment)

• visible evidence of water damage, submersion, and penetration

• visible evidence of damage caused by arc welding, flame cutting, and so forth

• any other visible evidence or indication of external damage

• loose or damaged backing ring

[Reference: ROA Manual of Engineering Standards and Practices, section 24.2.11.1.1]

• lateral movement

7.6. Action required following derailments for axle roller bearings

Procedures shall be in place for bearing inspection and requalification following any derailment, in order to mitigate the risk of premature in service failure of bearing components.

7.7. Axle package unit bearing adaptors 7.7.1. Adaptor design

Axle package unit bearing adaptors shall be designed in accordance with the manufacturer's standard dimensions for the particular bearing size.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

7.7.2. Adaptor defects

Any adaptor defects listed below, or any distortion of the adaptor seating radius, shall be cause for adaptor replacement or the vehicle being immediately removed from service:

• cracked, broken, or missing

• cocked or misaligned

• worn so that bright wear bands extend to the edges of the bearing unit outer ring

• worn at the top surface (crown) so that the roof of the side frame pedestal bears on the original relief (depressed) areas at the centre or ends or both

• incompatible with the class of bearing fitted, for example, D class adaptors need to be fitted to D class bearings, and so forth

[Reference: ROA Manual of Engineering Standards and Practices section 24.2.11.1.2]

7.7.3. Incorrect adaptor size

The use of an incorrect adaptor size for the package unit bearing can cause premature bearing failure due to point loading, and that shall be cause for adaptor replacement or the vehicle being immediately removed from service.

7.8. Axlebox plain bearing assemblies (for heritage and legacy rolling stock) 7.8.1. Application of plain bearing assemblies

The use of plain bearings will only be permitted on historical or legacy rolling stock where such rolling stock was originally equipped with plain bearings.

Plain bearing assemblies shall be operated within their design capacity.

7.8.2. Plain bearing maintenance

Proven industry standards and procedures shall be in place for the following maintenance activities:

• installation of plain bearing assembly and axlebox

• lubrication of plain bearing assembly, including maintenance of oil at the correct level, and prevention of water ingress

• operational life, and replacement of bearing brass

• operational life, preparation and replacement of lubricator or wick

• operational life of wedge

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

• operational life of axle journal

• the regular inspection of plain bearing axlebox assemblies for defects

7.8.3. Plain bearing axlebox assembly defects

Vehicles with the following defects shall not be placed in service or continue in service:

• a plain bearing axlebox containing no visible free oil

• a plain bearing axlebox which has a lid missing, broken or open, except to receive servicing

• a plain bearing axlebox containing foreign matter, such as dirt, sand, or coal dust that can reasonably be expected to damage the bearing, or have a detrimental effect on the lubrication of the journal and the bearing

7.8.4. Plain bearing journal lubrication system defects

Vehicles with the following defects shall not be placed in service or continue in service:

• lubricating pads with a tear extending half the length or width of the pad or more

• lubricating pads showing evidence of being scorched, burned, or glazed

• lubricating pads which contain decaying or deteriorated fabric impairing proper lubrication of the pad

• lubrication pads contaminated by grease

• lubricator pads with an exposed centre core, except by design

• lubricator pads with metal parts contacting the journal

• lubricator pads which are missing or not in contact with the journal

7.8.5. Plain bearing defects

Vehicles with the following defects shall not be placed in service or continue in service:

• a plain bearing brass which is missing, cracked, or broken

• a plain bearing liner which is loose, or has a piece broken out

• a plain bearing showing signs of having been overheated, as evidenced by melted babbitt, smoke from hot oil, or journal surface damage (or as detected by wayside equipment)

• water in bearing box causing contamination of the lubricant

• missing locating lugs for locating the wedge

• signs of polishing on the wheel boss by the axle box indicating a short brass

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

7.8.6. Plain bearing wedge defects

Vehicles with the following defects shall not be placed in service or continue in service:

• a plain bearing wedge that is missing, cracked, or broken

• a plain bearing wedge that is not located in its designed position

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

8. Bogie frames and associated componentry – RSU 250 8.1. Bogie frames and associated componentry, design, and manufacture

Designs for new unproven concepts, substantially modified bogies, or bogies intended to be used in an alternate application where they will be subjected to higher loads shall be designed in accordance with the following methodology:

Bogie designs which have proven to be reliable under Australian operating conditions are recommended.

Note: Associated componentry includes but is not limited to sideframes, bolsters, spring planks, swing links, control rods, frame adaptors, swing arm axleboxes, equaliser beams, and other structural bogie components.

8.1.1. Load cases

Load cases shall be developed for all loads acting independently or in combination on the bogie in the vertical, lateral, and longitudinal directions, and reacted at suitable points as determined by the bogie design. The load cases shall be in the form of a force magnitude and number of cycles reflecting the severity of the intended application. The load cases shall have due regard for the track condition and geometry, intended bogie service life, operating speed, vehicle mass, and any other factors considered relevant.

8.1.2. Stress analysis and fatigue analysis

A stress analysis shall be performed using the developed load cases to ensure that all stresses on the bogie frame and associated components are within the safe working stress for the material used for construction.

In addition, a fatigue analysis shall be performed, using the relevant load case combinations to ensure that all stresses in the bogie frame and associated components do not exceed the requirements for the intended service life of the bogie.

a) safe working stress

As a minimum requirement, the safe working stress shall be taken as follows:

o the maximum combined (principal) stress in the bogie structure shall be taken as one half (1/2) of the yield strength or one third (1/3) of the ultimate strength of the materials, which ever is less

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

o the maximum uniaxial stress shall be taken as one half (1/2) of the yield strength or one third (1/3) of the ultimate strength of the material, which ever is less

o the fatigue limit stress is the endurance limit stress for the specific component or joint being considered

b) fatigue analysis

Fatigue analysis may be carried out in accordance with the following guideline:

AAR Specification M-1001, Volume one, Chapter seven, Fatigue design of freight cars, sections 7.1, 7.2, and 7.4.

This fatigue analysis shall use the AAR nominal stress method taking into account all relevant welded details as per the AAR Manual. Bogie dynamic fatigue testing shall be carried out, analysed, and verified in accordance with Appendix A10 in the AAR Manual.

Alternate fatigue analysis methods that are rail industry accepted may be proposed.

8.1.3. Load testing

Load testing on a test rig shall be used to validate any numerical stress analysis, or may be used as an alternative to numerical stress analysis. Fatigue testing on a test rig may be used to validate, or as an alternative to, numerical fatigue analysis.

8.1.4. Marking and identification

Each bogie shall be identified with an identification plate containing the unique bogie code and number, fitted to each side of the bogie frame in a suitable low stressed area.

The bogie code shall be unique to the bogie type, and the number shall be a sequential number unique to each bogie.

8.2. Bogie frames, operational requirements 8.2.1. Bogie frame and associated components capacity

Bogies shall be operated within their design capacity.

8.2.2. Bogie frame and associated components maintenance

Proven industry standards and procedures shall be in place for bogie maintenance activities. These procedures shall include but not be limited to the following:

• trammelling of bogie frames (where applicable)

• non-destructive testing

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

• repair of bogie frames and associated componentry including welding, straightening, and heat treatment

• maintenance of pedestal opening and other component interface dimensions (where applicable)

8.2.3. Bogie frame defects

Bogie frames, including associated components shall not be placed into service, or continue in service, with the following defects:

• critically cracked bogie frames and associated components, the owner and operator shall follow proven industry standards and have procedures in place for the regular monitoring of cracks with due regard to their propagation rate to ensure that the components are removed from service before the crack reaches a critical dimension

• bogie frames and associated components which are bent or distorted causing an imbalance in wheel loads, or incorrect tracking of the bogie, or both

• loose, missing, or broken, rivets or huck bolts, locating bolsters, transoms, headstocks, W-guards or other major bogie frame components, where applicable

• timber bogie components which have split, or are rotted, compromising their integrity

8.2.4. Bogie frames, action required following derailments

Procedures shall be in place for bogie frame inspection and requalification following any derailment, in order to mitigate the risk of premature in service failure of bogie frame and associated components.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

9. Vehicle suspension – RSU 260

This unit governs the requirements applicable to vehicle suspension systems, including steel helical and flexicoil springs, air springs, friction snubbers, and other damping devices. It specifies the design, manufacture, maintenance, and operating conditions where appropriate.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

10. Suspension springs – RSU 261 10.1. Suspension spring design and manufacture

Springs shall be designed and manufactured in accordance with accepted industry standards.

10.2. Suspension spring defects

Vehicles with any configuration of defective, broken, misplaced, or incorrectly fitted springs which results in the vehicle failing to meet the requirements for track twist negotiation (refer to Section 21 (RSU 283) of this document) shall not enter service or continue in service.

Proven industry standards and procedures shall be in place to set safe operational limits for vehicles with missing or broken springs.

The recommended limits for all types of rolling stock are as follows:

• suspension springs shall not be missing, cracked or broken, misaligned, or displaced within the spring seat. Coils shall not be heavily bruised or show flat spots caused by coil binding, nicks, gouges, indentations, or any corrosion with pit marks greater than 1 mm long.

• springs shall be of the correct number, type, and capacity appropriate to the bogie model, vehicle class, and maximum axle load

• there shall not be less than 1 mm clearance between any adjacent coils in any load spring when loaded to the nominal gross mass on rail

• adjacent springs in any concentric spring nest shall be of opposite hand winding

[Reference: ROA Manual of Engineering Standards and Practices clause 24.2.8]

10.3. Air spring defects

Vehicles with any configuration of deflated air springs that results in the vehicle failing to meet the requirements for track twist negotiation shall not enter service or continue in service. Refer to Section 21 (RSU 283) of this document.

Proven industry standards and procedures shall be in place to set safe operational limits for vehicles with defective levelling valves or balancing valves or both.

10.4. Operation of vehicles with deflated air springs

Vehicles with deflated air spring assemblies shall be operated in accordance with the vehicle owner’s operating procedures applicable to this defect.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

11. Suspension damping – RSU 262 11.1. Suspension damping design

Accepted industry standards shall be followed for the design and selection of damping devices to ensure compliance with track twist negotiation and ride performance requirements. Refer to Section 21 and Section 26 (RSU 283 and RSU 288) of this document, for all conditions of loading and all serviceable states of wear of the vehicle.

Damping devices include but are not limited to friction snubbers/wedges, hydraulic dampers, axlebox or pedestal guides (friction damping), and hydraulic stabiliser units.

11.2. Suspension damping defects

For all friction type damping devices, the friction surfaces or wear plates shall not be lubricated or painted (except by design) under any circumstances. Vehicles with lubricated or painted friction surfaces (except by design) shall not be permitted to enter service.

It is recommended that hydraulic damper units exhibiting signs of fluid leakage or physical damage to body or ends be requalified for correct operation.

Friction type damping devices shall not be permitted to enter service with the following defects, and shall be removed from service for the following defects:

• wear plates which are loose, missing, or worn beyond their condemning limit

• broken or missing snubber or damper activating spring

• broken snubber or damper unit

• seized friction wedge assembly

• for axlebox or pedestal guide assemblies, loose wear plates that will allow foreign matter to lodge behind the wear plate, or missing wear plates on either the axlebox or the bogie pedestal

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

12. Resilient suspension components – RSU 263 12.1. Design and manufacture

Resilient suspension components, including axlebox pivot bushes, resilient suspension links, lateral control rod bushes, traction rod bushes, and other metalastic suspension units shall be designed and manufactured and fatigue tested in accordance with accepted industry standards, with due regard to the service conditions to be experienced by the vehicle over the life of the component. In addition, the design of resilient suspension components shall take into account the requirement for compliance with track twist negotiation and ride performance, and shall operate within their design load capacity. Refer to Section 21 and Section 26 (RSU 283 and RSU 288) of this document for track twist and ride performance.

12.2. Maintenance

Proven industry standards and procedures shall be in place to ensure that resilient suspension components are periodically inspected and tested to prevent in service failure, and to maintain the required performance.

12.3. Defects

Vehicles with the following defects in resilient suspension components shall not be placed into service, or continue in service:

• delamination between resilient material and any backing plate which is likely to affect suspension performance or operating safety

• distortion of resilient material due to the application of excessive heat or contact with detrimental chemical or other substances that is likely to effect suspension performance or operating safety

• resilient material that is cracked or perished which is likely to effect suspension performance or operating safety

• resilient material that has incorrect characteristics for the application

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

13. Constant contact sidebearers (CCSB) – RSU 264 13.1. Sidebearer type

Constant contact sidebearers are fitted to vehicles to enhance their lateral stability at speeds typically greater than 80 km/h. They consist of a resilient suspension element mounted to the bogie bolsters, typically at 1270 mm centres, such that the wearing surface is in constant contact with the wagon underframe sidebearer bracket to provide increased bogie rotational resistance via sliding friction.

Common types of constant contact sidebearers include those manufactured by Stucki and Miner, although other generic types also exist. Examples are shown in Figure 4, Figure 5, Figure 6, and Figure 7:

Figure 4 - Stucki model 656 C constant contact sidebearer

Figure 5 - Stucki model 656 C constant contact sidebearer

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

Figure 6 - Miner TCC 2600 constant contact sidebearer

Figure 7 - Miner TCC 1135 long travel constant contact sidebearer

13.2. Design and selection of CCSBs

The selection of constant contact sidebearer for a particular vehicle type shall be such that the following criteria are met:

The CCSB’s shall comply with the requirements of AAR standard M948, in particular the requirements for rotational resistance, maximum preload, and curve negotiation.

In summary:

L/V Max. = 0.82

Max. Allowable Torque = 0.82 x Wb/2 x (M/N)

Max. Allowable Pre-load per CCSB = Bw/4 x 0.85

Where:

L = lateral wheel force M = vehicle tare mass

V = vertical wheel force N = number of wheels on vehicle

Wb = bogie wheelbase Bw = mass of vehicle body at tare

The bogie rotational resistance shall be determined for both tare and gross load conditions.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

The dimensionless bogie X-Factor shall not exceed 0.15 for rolling stock fitted with standard gauge three-piece bogies and constant contact sidebearers.

X = T / (W * b)

Where:

T = torque (kNm) required to rotate the bogie (relative to the body) to the angle required to negotiate the minimum radius curve

W = average axle load (kN) of the bogie

B = bogie wheelbase (m)

The CCSB design and selection shall be such that the following performance is met:

The vehicle shall comply with the requirements of the static vehicle twist test. Refer to Section 21 (RSU 283) of this document.

The vehicle shall comply with the requirements of the ride performance test. Refer to Section 26 (RSU 288) of this document.

13.3. Inspection for defects and wear

Resilient elements of CCSB’s shall be inspected at regular intervals for the following conditions, (refer to Section 12, RSU 263, of this document) for which the element shall be replaced:

• separation (horizontal split)

• excessive gouging (indentations from housing due to shear)

• top surface wear

• over compressed block

• free height loss

Rollers, top caps, and housings shall be regularly inspected for physical damage and wear, and shall be replaced as required.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

14. Brakes and pneumatic equipment – RSU 270 14.1. Introduction

All vehicles that are required to operate within a train or as a train shall be fitted with a fail-safe automatic brake system.

The fail-safe automatic brake system/s fitted to vehicles operating on the RailCorp network shall be compatible to allow disabled vehicles to be moved safely.

14.2. General requirements

Locomotives shall comply with the requirements of T HR RS 00300 ST, section 3 and section 8 (RSU 320 and RSU 342).

Freight vehicles shall comply with the requirements of T HR RS 00400 ST, section 3 and section 6 (RSU 420 and RSU 441).

Locomotive hauled passenger vehicles shall comply with the requirements of T HR RS 00500 ST, section 3 and section 6 (RSU 520 and RSU 541).

Multiple unit trains shall comply with the requirements of T HR RS 00600 ST, section 3 and section 6 (RSU 620 and RSU 641).

Infrastructure maintenance vehicles shall comply with the requirements of T HR RS 00700 ST, sections:

• section 4 (RSU 712)

• section 13 (RSU 722)

• section 21.4 (RSU 731)

• section 22.2 (RSU 732)

• section 23.4 (RSU 733)

Older vehicles and some special purpose vehicles may not fully comply with these requirements but will be assessed considering the brake equipment fitted and the proposed use of the vehicle.

14.3. Maintenance

Proven industry standards and procedures shall be in place to ensure that brake and pneumatic components are periodically inspected and tested to prevent in service failure and to maintain the required performance.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

15. Brake equipment compatibility – RSU 271 15.1. Introduction

For vehicle to vehicle compatibility, it is necessary that some items of equipment be standard across the vehicles operating on the RailCorp network.

15.2. Brake blocks and disc pads

Refer to Section 16 (RSU 272) of this document for the requirements for brake blocks and brake disc pads.

15.3. Location of end equipment

The location of end equipment, brake pipe, main reservoir, and other hoses shall be as detailed in Vehicle to Vehicle Interface, T HR RS 00100 ST section 5 (RSU 140) and in the vehicle specific sections of this manual.

15.4. Coupling cocks 15.4.1. Brake pipe coupling cocks

This section applies to all rolling stock. However, for passenger multiple unit rolling stock, the functional requirements of this section are applicable to the terminal ends only, for compatibility with other rolling stock for recovery purposes. For coupling cocks positioned within the train consist this requirement is not mandatory.

Brake pipe coupling cocks shall be 32 mm nominal bore (NB) and shall be of such design as to ensure that the cock will remain in the desired position while the vehicle is in motion. This shall be achieved by incorporation in the cock design of the following:

• a detent to ensure the cock remains in the open position

• a ramp to ensure the cock remains closed

Movement of the handle shall be by the application of force in the direction of rotation only. All coupling cocks shall be vented on the flexible coupling hose side when closed. The cock shall generally conform to the drawing shown in Figure 8.

[Reference: ROA Manual of Engineering Standards and Practices, section 7.3.12]

15.4.2. MR, No. 3 and No. 4 coupling cocks

This section applies to all rolling stock. However, for passenger multiple unit rolling stock, the functional requirements of this section are applicable to the terminal ends only, and only for MR

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couplings, for compatibility with other rolling stock for recovery purposes. For coupling cocks positioned within the train consist this requirement is not mandatory.

The requirements for No. 3 and No. 4 coupling cocks are intended for locomotive and independently braked freight wagons.

Main reservoir, No. 3 independent brake control pipe and No. 4 independent brake release pipe coupling cocks shall be approved ball type cocks with spring loaded or positively latching handles to prevent their accidental operation to the closed position. These coupling cocks shall be readily accessible and adequately protected from damage in the event of a collision. Handles shall be straight.

[Reference: ROA Manual of Engineering Standards and Practices, section 13.10.2.5.2 and Diagrams 13-12 and 13-13]

15.4.3. Location of coupling cocks

This section applies to all rolling stock, however passenger multiple unit rolling stock shall be compatible at the terminal ends with other rolling stock compliant with this requirement. For coupling cock locations positioned within the train consist this requirement is not mandatory.

Coupling cocks shall be located as indicated in diagrams G7 to G10 in T HR RS 00870 ST (RSU Appendix G).

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

Figure 8 - Air brake coupling cock

[Reference: ROA Manual of Engineering Standards and Practices, Diagram 7-16]

15.5. Coupling hoses

All flexible coupling hoses and connections shall comply with the requirements of Australian Standard AS 2435 Elastomeric Hose for Railway Air Brake Hose.

The internal diameter (nominal bore) for hoses and coupling head sizes specified in this section applies to all rolling stock.

Passenger multiple unit rolling stock shall be compatible at the terminal ends with other rolling stock compliant with the internal diameter (nominal bore) for hoses and coupling head sizes specified in this subsection. For internal diameters of hose and coupling head sizes positioned within passenger multiple unit rolling stock train consists this requirement is not mandatory.

Internal diameters (nominal bore) shall be the following:

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• brake pipe 35 mm

• main reservoir 29 mm

• locomotive control pipe 12 mm

• independent brake release 12 mm

Coupling head sizes shall be the following:

• brake pipe 32 mm coupling hose head

• main reservoir 25 mm coupling hose head

• locomotive control pipe 19 mm coupling hose head

• independent brake release 12 mm coupling hose head

Coupling heads, nipples, and seals shall be in accordance with Figure 9, Figure 10, Figure 11 and Figure 12.

Provision shall be made to secure uncoupled coupling hoses by the use of dummy couplers or receptacles.

[Reference: ROA Manual of Engineering Standards and Practices, Sections 7.3.13 and 13.5.6.6.]

Figure 9 - Air brake flexible coupling hose head

[Reference: ROA Manual of Engineering Standards and Practices, Diagram 7-9]

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

Figure 10 - Air brake coupling hose head

[Reference: ROA Manual of Engineering Standards and Practices, Diagram 7-8]

Figure 11 - Air brake coupling hose seal

Material: Nitrile rubber Shore A Durometer hardness 75-80

[Reference: ROA Manual of Engineering Standards and Practices, Diagram 7-7]

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

Figure 12 - Air brake coupling hose nipple

[Reference: ROA Manual of Engineering Standards and Practices, Diagram 7-6]

15.6. Parking brake or handbrake

Refer to the appropriate RSU for parking or handbrake requirements for specific vehicle types.

• locomotives – T HR RS 00300 ST, section 8.2.4 (RSU 343)

• freight – T HR RS 00400 ST, section 6.4 (RSU 441)

• locomotive hauled passenger – T HR RS 00500 ST, section 6.4 (RSU 541)

• multiple unit trains – T HR RS 00600 ST, section 6.2 (RSU 641)

• infrastructure maintenance vehicles:

o on-track vehicles – T HR RS 00700 ST, section 4.3 (RSU 712)

o road rail vehicles – T HR RS 00700 ST, section 13.3 (RSU 722)

o trolleys – T HR RS 00700 ST, section 21.6 (RSU 731)

o trailers – T HR RS 00700 ST, section 22.2 (RSU 732)

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o quadricycles – T HR RS 00700 ST, section 23.4 (RSU 733)

o support frames – T HR RS 00700 ST, section 24.2 (RSU 734)

15.7. Securing of brake gear

All brake gear shall be securely mounted or supported.

Brake blocks shall be centred laterally on the wheel tread.

Spring loaded type pin securing mechanisms such as ‘R’ clips, grip clips, or lynch pins shall not be used below the axle centreline. Only split cotter pins shall be used in this area. Spring loaded type mechanisms may be approved for specific applications.

Split cotter pins shall be split to a minimum angle of 60 degrees.

All body and bogie mounted brake rigging shall have safety loops or other means of security, in case of loss of brake rigging support.

15.8. Dummy couplings

All new vehicles shall be fitted with dummy couplings or coupling hose receptacles for all coupling hoses to prevent hoses hanging down and hitting ballast, points, or equipment mounted in the four foot.

It is recommended that all existing vehicles be fitted with dummy couplings.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

16. Brake blocks and disc pads – RSU 272 16.1. General

Rolling stock fitted with brake blocks or disc pads shall comply with the requirements in this Section.

Due to the variation in friction characteristics between the different types of wheel tread brake blocks, they shall be designed such that they are not interchangeable.

The brake block type shall be compatible with the vehicle wheel design and material. Refer to Section 3.3.2 (RSU 211) of this document.

Brake blocks and disc pads shall not contain any asbestos fibres or any other asbestos products. In addition, materials likely to cause damage to the environment or human health or both shall not be used.

The supplier shall provide adequate evidence to the purchaser that materials likely to cause damage to the environment or human health or both are not used by following the UNIFE Railway Industry Substance List, or equivalent internationally accepted guidance on prohibited and restricted materials.

The Australian Government Department of Health publishes guidance on materials prohibited or restricted by legislation in Australia in the Chemicals banned or severely restricted in Australia FactSheet2 at the website – www.nicnas.gov.au.

16.2. Composite brake blocks

Table 4 shows the coefficient of friction of composite brake blocks and disc pads, and is provided as a guide.

Table 4 - Coefficient of friction of composite brake blocks

Composition brake block/pad type Dynamic coefficient of friction Low friction 0.2 maximum Medium friction 0.2 to 0.25 High friction 0.25 minimum

High friction brake blocks shall comply with the latest revision of AAR Manual of Standards, specification M-926.

16.3. Cast iron insert composite brake blocks

Cast iron insert composition brake blocks may be used on locomotives.

2 http://www.nicnas.gov.au/communications/publications/information-sheets/existing-chemical-info- sheets/chemicals-banned-or-severely-restricted-in-australia-factsheet

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

The application of cast iron insert composition brake blocks to other vehicles shall be subject to the approval of ASA.

16.4. Cast iron brake blocks

Cast iron brake blocks are commonly used on locomotives and some other vehicles such as XPT power cars, some Indian Pacific cars, and vehicles with tyred wheels.

Cast iron brake blocks may be used for wheel conditioning and should be replaced by a composition brake block as soon as practical. Cast iron brake blocks may be used to remove minor tread defects such as class 1 skids and class 1 scale.

Composition brake blocks are preferred to that of cast iron.

16.5. Abrasive brake blocks

Abrasive brake blocks shall only be used to remove minor wheel and tread irregularities.

Full thickness abrasive brake blocks shall not be used on a vehicle in service.

Brake blocks with a thin layer of abrasive material may be fitted to a vehicle and enter normal service.

16.6. Noise limits

Noise emitted during braking, usually caused by the wheel or any other associated component resonating shall not exceed the limits specified in T HR RS 00100 ST, section 6.3 (RSU 150).

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17. Pneumatic equipment – RSU 273 17.1. Pressure vessels

Pressure vessels shall comply with the requirements of Australian Standards AS 1210 Unfired Pressure Vessels and AS 3788 Pressure Equipment In-Service Inspections.

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18. Vehicle compatibility tests – RSU 280 18.1. Introduction

This section covers the common test requirements for vehicle compatibility with the RailCorp network.

Table 5 provides a complete list of vehicle compatibility tests, the reference to the appropriate RSU for each test, and whether the test is to be carried out as a type or routine test.

Table 5 - List of vehicle compatibility tests

Compatibility test / inspection Reference static test Static test Dynamic test Static rolling stock outline test Section 19 (RSU 281) R, T Static vehicle weigh test Section 20 (RSU 282) R, T Static vehicle twist test Section 21 (RSU 283) T Static vehicle/bogie swing test Section 22 (RSU 284) T Static vehicle/vehicle swing test* Section 23 (RSU 285) * T * Static brake test Section 24 (RSU 286) R, T Safety equipment function test Section 36 (RSU 299) R, T Signal visibility test Section 30 (RSU 293) T Electrical safety inspection Section 31 (RSU 294) T Environmental tests Section 29 (RSU 292) T Kinematic rolling stock outline Section 27 (RSU 289) T test Fitment of AEI tags T HR RS 00880 ST (RSU T Appendix H) Fitment of reflective delineators T HR RS 00890 ST (RSU T Appendix I) Pantograph tests T HR RS 00850 ST (RSU T Appendix E) Brake performance test Section 25 (RSU 287) T Ride performance test Section 26 (RSU 288) T Kinematic rolling stock outline Section 27 (RSU 289) * T * test * Pitch and bounce performance Section 28 (RSU 290) * T * test * Environmental tests Section 29 (RSU 292) T Signal compatibility test Section 32 (RSU 295) T Signal and communication Section 33 (RSU 296) T system interference test Vehicle structural tests Section 34 (RSU 297) T

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Compatibility test / inspection Reference static test Static test Dynamic test Curve stability test Section 35 (RSU 298) T Traction performance test T HR RS 00300 ST, T Section 7 (RSU 341)

* Alternatively, this test may be conducted by computer simulation.

R – Routine test – test performed on every vehicle.

T – Type test – test performed on a single vehicle representative of the configuration of that class of vehicle.

The specific test requirements for each vehicle type is listed in the vehicle specific sections:

• locomotives – T HR RS 00300 ST, section 6 (RSU 340)

• freight – T HR RS 00400 ST, section 5 (RSU 440)

• locomotive hauled passenger – T HR RS 00500 ST, section 5 (RSU 540)

• multiple unit trains – T HR RS 00600 ST, section 5 (RSU 640)

• infrastructure maintenance vehicles:

o on-track vehicles – T HR RS 00700 ST, section 7 (RSU 715)

o road/rail vehicles – T HR RS 00700 ST, section 16 (RSU 725)

o trolleys – T HR RS 00700 ST, section 21.7 (RSU 731)

o trailers – T HR RS 00700 ST, section 22.10 (RSU 732)

o quadricycles – T HR RS 00700 ST, section 23.6 (RSU 733)

18.2. Sequencing of tests

It is important that tests be carried out in the following sequence to ensure that all necessary pre-requisite tests have been performed before subsequent testing is carried out.

Generally, static tests shall be completed before any dynamic tests are undertaken.

18.2.1. Static tests

The static tests shown in Table 6 shall be carried out successfully prior to any movements of the vehicle on the RailCorp network:

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Table 6 - Sequencing of static tests

Test ref. Static compatibility test Reference Pre-requisite static no. tests reference. no. 1 Static rolling stock Section 19 (RSU 281) None outline test 2 Static vehicle weigh test Section 20 (RSU 282) None 3 Static vehicle twist test Section 21 (RSU 283) 2 4 Static vehicle/bogie Section 22 (RSU 284) None swing test 5 Static vehicle/vehicle Section 23 (RSU 285) None swing test 6 Static brake test Section 24 (RSU 286) None 7 Kinematic rolling stock Section 27 (RSU 289) 1 outline test (Static Part) 8 Signal visibility test * Section 30 (RSU 293) None 9 Electrical safety Section 31 (RSU 294) None inspection 10 Safety equipment Section 36 (RSU 299) None function * 11 Pantograph tests T HR RS 00850 ST None (RSU Appendix E) 12 Fitment of AEI tags T HR RS 00880 ST None (RSU Appendix H) 13 Fitment of reflective T HR RS 00890 ST None delineators (RSU Appendix I) 14 Environmental tests Section 29 (RSU 292) None

* Tests 8 and 10 are for self-propelled vehicles only. These tests are not compulsory for the locomotive hauled movement of the vehicle.

Following successful completion of these tests, Parts A, B, and C of the appropriate vehicle information pack (T HR RS 00811 ST through to T HR RS 00817 ST) shall be submitted as confirmation of vehicle’s compliance.

18.2.2. Loco hauled movement of vehicle on the RailCorp network

Before any movement of a vehicle on the RailCorp network, a Train Operating Conditions (TOC) Waiver shall be issued. Where a set of vehicles are to be tested and individual vehicles in the set are different, such as motor and trailer cars, testing shall be conducted for each vehicle type involved.

A TOC Waiver will not be issued until all the above static tests have been successfully completed for each vehicle type involved.

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Until the appropriate dynamic tests for each vehicle type involved have been completed, the following requirements apply for the movement of these vehicles:

• self-propelled vehicle shall be locomotive hauled in the unpowered state

• the maximum speed for the movement shall not exceed 70% of the maximum designed operating speed for the vehicle

• the ride performance shall be monitored in real time to the requirements specified in Section 26 (RSU 288) of this document for each vehicle type involved

• the maximum speed in curves shall be limited to 10% below the normal speed board

• except for freight vehicles, manual block working conditions shall apply for any movement of vehicles on the RailCorp network

18.2.3. Dynamic tests

The dynamic tests given in Table 7 are required before full operating approval is granted for the vehicle.

These tests can only be commenced after successful completion of all the static tests and a TOC Waiver has been issued.

Table 7 - Dynamic tests

Test ref. Static Reference Pre-requisite Monitoring no. compatibility test dynamic tests tests reference reference. no. no. (see 18.2.4) 15 Signal compatibility Section 32 None 17, 18, 19 test (RSU 295) 16 Signal and Section 33 None 17, 18, 19 communication (RSU 296) system interference test 17 Brake performance Section 25 15 and 16 18, 19 test (RSU 287) unless test done in a possession 18 Ride performance Section 26 (RSU 288) 15 and 16 17, 19 test unless test done in a possession 19 Kinematic rolling Section 27 (RSU 289) 15 and 16 17, 18 stock outline test unless test done in a possession 20 Pitch and bounce Section 28 (RSU 290) 15 and 16 18, 19 test unless test done in a possession 17

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Test ref. Static Reference Pre-requisite Monitoring no. compatibility test dynamic tests tests reference reference. no. no. (see 18.2.4) 21 Environmental tests Section 29 (RSU 292) 15 and 16 None unless test done in a possession 17, 18, 19 22 Traction T HR RS 00300 ST 15 and 16 None performance test (RSU 341) unless test done in a possession 17, 18, 19

The tests given in Table 8 are recommended. Refer to specific test requirements for vehicle types.

Table 8 - Optional dynamic tests

Test ref. Static Reference Pre-requisite Monitoring no. compatibility test static tests tests reference reference. no. no. (see 18.2.4) 23 Vehicle structural Section 34 (RSU 297) None None tests 24 Curve stability tests Section 35 (RSU 298) None None

18.2.4. Monitoring tests

When commencing a brake performance test, ride performance test, or kinematic rolling stock outline test, the other two performance parameters, brake performance, ride performance or kinematic rolling stock outline compliance, shall be monitored to ensure that the vehicle’s performance always remains within allowable limits.

Where a set of vehicles are to be tested and individual vehicles in the set are different, such as motor and trailer cars, these monitoring tests shall be conducted for each vehicle type involved.

The allowable limits for these monitoring tests are the same as those that would apply for the particular performance parameter if it were the prime test.

The prime test would be undertaken starting at a low speed and increasing the speed in appropriate increments, whilst monitoring the other performance parameters, and only increasing the speed where all performance parameters are within the allowable limits specified for each particular parameter.

Once the appropriate monitoring tests have been done for a particular vehicle configuration, successive testing can be done without monitoring tests. In this case, the maximum vehicle speed will be limited to 10% below the maximum speed at which the allowable limits were maintained during the ride performance monitoring tests.

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For example, if a vehicle’s ride is monitored to a maximum speed of 110 km/h, and its performance is within the limits specified in Section 26 (RSU 288) of this document, then that vehicle’s speed will be limited to a maximum of 100 km/h for operation without monitoring.

As an alternative to monitoring the kinematic rolling stock outline compliance, the vehicle speed can be limited to 10% below the normal speed boards, if the ride performance is satisfactory at 10% above this limited speed.

For example, the vehicle in the above example may be operated to a maximum speed of 90 km/h in an area where the speed board is 100 km/h, when the kinematic rolling stock outline compliance is not being monitored. This is allowable provided the static part of the kinematic rolling stock outline test has been performed and meets the requirements of Section 27.3 (RSU 289) of this document.

If the vehicle configuration has changed since the last monitoring test, then further monitoring tests will be required, to establish that the performance change resulting from the configuration change has maintained the vehicle’s performance within allowable limits for all parameters. These further monitoring tests are only required for the particular performance parameters which would have been affected by the configuration change.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

19. Static rolling stock outline test – RSU 281 19.1. Introduction

The static rolling stock outline test is a routine test and a type test.

This test is required to ensure that the vehicle is constructed within the confines of the particular static rolling stock outline specified for that vehicle type and the corridor or corridors along which the vehicle is to operate. Refer to T HR RS 00100 ST, section 2 (RSU 110).

No part of the vehicle shall infringe the static rolling stock outline, for unrestricted operation, under any condition of loading and wear.

An infringement on the rolling stock outline is not acceptable unless specifically authorised in writing in an ASA concession.

Where a vehicle has been modified such that the modification impacts on the rolling stock outline, the vehicle shall be reassessed.

19.2. Test configuration

The vehicle shall first be measured in the freestanding tare condition on level straight track with new wheels. Vehicles which carry loading and or provisions such as fuel, sand, and water shall be measured in the unloaded and non-provisioned state.

The vehicle shall then be assessed with simulated solid load bearing springs, fully worn wheels, and any other fully worn wear surfaces that could result in reduced vehicle height.

All measurements shall be taken in relation to the track centreline and railhead level.

Vehicles with attachments such as cranes and elevated platforms shall be measured in the travelling condition.

Vehicle length over headstocks or body and bogie centres shall also be measured.

For freight hopper wagons, open and closed hopper discharge doors shall be within the rolling stock outline when the vehicle is in the tare condition with worn wheels including an allowance for dynamic suspension vertical movement.

19.3. Equivalent swept path

If the configuration of a vehicle exceeds the bogie centres or body overhang or both as detailed in figure 1 through to figure 9 in T HR RS 00100 ST, section 2 (RSU 110), the equivalent swept path shall be calculated, such that it does not exceed the swept path of the applicable allowable rolling stock outlines detailed in figure 1 through to figure 9 of T HR RS 00100 ST.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

The equivalent swept path shall be calculated for the negotiation of a 100 m radius horizontal curve and 300 m radius vertical curve.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

20. Static vehicle weigh test – RSU 282 20.1. Introduction

The static vehicle weigh test is a routine test and a type test.

This test is designed to ensure that the vehicle is constructed within the allowable axle load limits for the particular type of rolling stock and the corridor or corridors along which the vehicle is to operate.

The mass distribution of a vehicle shall be within the limits specified in EPR 0026 Static Vehicle Weigh Test.

20.2. When a static vehicle weigh test shall be performed

A weigh test shall be performed on each of the occasions described in Section 20.2.1 and Section 20.2.2.

20.2.1. Acceptance testing of new or substantially modified vehicles

The weigh test is a routine test for locomotives, passenger rolling stock, and infrastructure maintenance vehicles.

Substantially modified vehicles include any vehicle modified such that the total vehicle mass has been altered, or the vehicle mass distribution has changed.

All vehicle types shall be weighed in the service tare condition. In the case of locomotives, passenger cars, or infrastructure maintenance vehicles, the tare condition shall include full supplies.

In the case of bulk commodity vehicles, the vehicle shall also be loaded to the full volumetric capacity with the highest density commodity proposed to be carried in the vehicle, to ensure that the vehicle does not exceed the agreed maximum axle load.

In the case of passenger or freight vehicles, the additional mass from passengers or payload shall be added to the measured tare load during the routine weighing, taking account of any likely longitudinal or lateral offsets in centres of gravity of the proposed loading.

Refer to Section 20.5 for maximum allowable axle load.

20.2.2. Derailment damage

Any vehicle which has become derailed and is suspected of having sustained damage, or has had equipment removed as a consequence of a derailment which may alter the wheel load distribution, shall be weighed to confirm that the wheel load distribution is within acceptable limits before the vehicle is released into traffic.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

ASA reserves the right to request and have a weigh test carried out, where, in ASA’s opinion, there is doubt as to the vehicle’s wheel load distribution.

20.3. When a static vehicle weigh test is recommended

A weigh test is recommended on each of the following occasions as described in Section 20.3.1, Section 20.3.2, Section 20.3.3, and Section 20.3.4.

20.3.1. Bogie change on locomotives and passenger rolling stock

Locomotives and passenger rolling stock having undergone a bogie change should be subject to a weigh test to confirm that the wheel load distribution is within acceptable limits, as determined by the formulae in EPR 0026, before the vehicle is released into traffic.

20.3.2. Removal, replacement, modification, or adjustment of suspension equipment

Locomotives and passenger rolling stock should be weighed if the suspension equipment (including primary and secondary springs, air springs, levelling valves, torsion bars, and spring packing) have been removed or replaced, modified, or adjusted, to confirm that the wheel load distribution is within acceptable limits, as determined by the formulae in EPR 0026, before the vehicle is released into traffic.

20.3.3. Investigation for overloading

Any vehicle that is suspected of being excessively or unevenly loaded should be weighed to confirm the wheel load distribution and determine appropriate operating conditions.

20.3.4. Investigation of derailment cause

It may be appropriate in some derailment investigations to weigh the vehicle involved to determine if wheel load distribution was a contributing factor.

Note: In the case of freight vehicles, it is possible that the load may have shifted during the derailment.

20.4. Weighing test procedure

For consistency in the method of weighing vehicles, a recommended procedure for performing the weigh test is given in EPR 0026.

20.5. Maximum axle load

The maximum axle load for any vehicle on the RailCorp network shall be as agreed between ASA and the owner or operator, considering the type of vehicle proposed, vehicle operating

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

conditions, and the area of operation. Refer to T HR RS 00100 ST, section 3.6, table 5 (RSU 120).

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

21. Static vehicle twist test – RSU 283 21.1. Introduction

The static vehicle twist test is a type test.

This test is designed to ensure that the vehicle is compatible with the track twist limits of the RailCorp network, without exceeding an acceptable level of wheel unloading.

21.2. When a twist test is required

A twist test shall be conducted on all vehicle types for approval to operate on the RailCorp network.

A twist test shall also be performed on any vehicle where the torsional stiffness of the vehicle has increased due to any of the following:

• increased suspension spring rates

• increase in bogie frame torsional stiffness

• reduction in minimum sidebearer clearance

• increase in sidebearer preload,(where applicable)

• increase in underframe or body torsional stiffness

• change in vehicle equipment, or mass distribution

All vehicle types or modified versions thereof shall meet the requirements of this section before any movement on the RailCorp network, other than in the confines of yards, including the movement of vehicles for test purposes.

ASA reserves the right to request and have a twist test conducted where, in the ASA’s opinion, there is doubt as to a vehicle’s twist capability.

Vehicles equipped with standard three-piece bogies and gapped sidebearers having 10 - 14 mm clearance may be exempt from a static vehicle twist test for operation up to 80 km/h, subject to written approval from ASA. Torsionally stiff vehicles, such as tank vehicles, and high centre of gravity vehicles may not necessarily be exempt and may require testing.

Vehicles with an axle or bogie that pivots about the vehicle longitudinal centreline may not require a twist test. There shall be enough vertical suspension travel clearance to allow the axle or bogie to pivot sufficiently for the specified track twist geometry.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

21.3. Twist test requirements

The vehicle, and in particular, the bogie shall be capable of accommodating the track twist conditions specified herein with the loss of no more than 60% of the static wheel load on the rail for any wheel. For vehicles fitted with a centre plate, the vehicle centre plate shall have no less than 14 mm engagement with the bogie centre casting at any point, under the twist configuration called for in this section.

A track twist test using a certified weighbridge, or other approved load measuring device, and adopting the test procedures detailed below shall be used to verify compliance with the above requirements.

Once the twist test has started, the suspension system and friction wedges shall not be interfered with to release column friction.

21.4. Maximum permissible wheel unloading

The maximum permissible percentage wheel unloading of any vehicle subjected to the twist test shall not exceed 60%.

For any vehicle which has a wheel unloading percentage of 58% or greater, the twist test shall be performed on subsequent vehicles representing 20% of the total number of vehicles of that build or type. These vehicles shall be tested evenly throughout the build or fleet. For example, every fifth vehicle in a 100 vehicle build or fleet.

Where any vehicle tested in accordance with the above clause results in a percentage wheel unloading exceeding 60%, the entire build or type representing the vehicle class tested shall be deemed non compliant.

21.5. Vehicle configuration for twist test

Vehicles shall be twist tested in the operating configuration tending to give the highest wheel unloading.

This will require the test to be done with the vehicle at minimum tare condition. For locomotives, this means minimum fuel and sand. For passenger vehicles, symmetrically located tanks shall be empty. For eccentrically located tanks, the worst loading case shall be tested.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

For all vehicles, both symmetrical and asymmetrical, the twist test shall be performed such that the wheel unloading is measured at each of the four outer wheels in turn, (that is, all four corners of the vehicle), giving four individual twist test results.

For vehicles equipped with air springs, the twist test shall be performed with air springs in the deflated and the inflated condition.

For vehicles with moveable gantries, buckets, cranes, or other plant, the twist test shall be performed with that plant positioned to give the maximum wheel unloading, for any operating condition when set up for travelling.

21.6. Twist test criteria

The vehicle shall be arranged on a simulated track twist with a local or bogie twist of 1:M over X mm, in combination with a general twist of 1:N for the remainder of the vehicle length. All ramp values are relative to the horizontal. Figure 13 shows the twist test profile and Table 9 details the values of M, N, and X.

Figure 13 - Twist profile (with standard four-axle wagon)

Table 9 - Twist test profiles

Twist test profiles Local or bogie twist (M) Length of bogie or General twist (N) local twist (X) mm A # 1:77 2700 1:350 B # 1:135 4000 1:250 C * 1:77 2700 1:250

# Twist tests A and B to be carried out.

* Single twist test alternative.

The twist test shown in Figure 13 is for a standard four-axle vehicle with wheel P0 being the

tested wheel. The vertical wheel load under wheel P0 shall be measured and recorded with all

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

wheels initially level. The P0 wheel load shall then be measured and recorded with the required

wheels elevated to the simulated twist profile. In this case, with wheels P1, P2, and P3 elevated

(it should be noted that wheels P0, P1, P2, and P3 are all on the same side of the vehicle, with all wheels on the opposite side remaining on level track). The measured loss of vertical wheel load

at wheel P0 is the wheel unloading and is expressed as a percentage to the original level wheel load.

Averaging of the initial wheel loads across the same axle is not permitted when calculating the wheel unloading.

For a standard wagon with a bogie wheelbase of "B" and vehicle bogie centres "V" (with the

bogie centres located midway in the bogie wheelbase) the packing requirement for wheels P1,

P2, and P3 are as follows:

• P1 = B/M mm [for values of B < X]

• P1 = (X/M)+(B-X)/N mm [for values of B > X]

• P2 = (X/M)+(V-X)/N mm [for values of V > X]

• P3 = (X/M)+((V+B)-X)/N mm [for values of (V+B) > X]

Note: B, V, and X are expressed in mm.

For other configurations of wheel spacing, the packing requirements will require calculation from first principles.

All rolling stock shall be tested to both twist test profiles A and B as detailed in Table 9. Alternatively, if a single twist test is desired, the vehicle may be tested against twist test profile C which is a more severe twist profile.

For articulated vehicles, the combined twist shall be applied in accordance with Figure 14, Figure 15, and Figure 16.

Figure 14 - Articulated vehicle, end platform twist

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

Figure 15 - Articulated vehicle, intermediate bogie twist

Figure 16 - Articulated vehicle, maximum length twist

For vehicles with other wheel configurations, such as steam locomotives, the twist parameters shown in Figure 13, shall be used.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

22. Static vehicle-bogie swing test – RSU 284 22.1. Introduction

The static vehicle-bogie swing test is a type test.

A static vehicle-bogie swing test is designed to ensure adequate bogie to underframe or body clearance when negotiating the most extreme track curve radius. The swing test is required for bogie vehicles only.

The swing test consists of a simulation whereby a bogie of the vehicle is rotated relative to the body such that the angle of rotation is equivalent to the specified curve radius. This may be achieved by using a turntable or traverser, or by slewing the vehicle body using a crane.

22.2. Vehicle configuration

Before conducting the vehicle-bogie swing test, check that the coupler height is within the allowable range. Refer to T HR RS 00100 ST, section 5 (RSU 140).

When a vehicle is subjected to a vehicle-bogie swing test, its suspension system shall be in the solid condition. This may be achieved by replacing the springs with suitable packers, equivalent to the spring’s solid height.

Vehicles equipped with air springs shall be tested with these in the deflated condition as well as the inflated condition.

The vehicles shall be tested complete with all bogie equipment such as brake rigging, hoses, and so forth.

The test vehicle shall be fitted with all equipment around and under the vehicle underframe, such as brake rigging, hoses, isolating cocks and trip latching arms or levers, traction equipment, and so forth. The test shall be carried out with this equipment set such that clearances are at a minimum.

Vehicles shall be tested in the new wheel condition (full diameter wheels).

22.3. Minimum horizontal curve radius

The minimum horizontal curve radius for conducting a vehicle-bogie swing test shall be a 70 metre simple curve.

22.4. Minimum clearance

There shall be no interference or contact between any bogie component and any vehicle underframe or body or structure component after allowances for all possible modes of vehicle bogie and body relative movement. These allowances will depend on the vehicle design.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

The travel of brake rigging shall be taken into account when estimating clearances.

22.5. Calculation of swing deflection

The vehicle-bogie swing test can be carried out by moving one end of the vehicle laterally to simulate the vehicle on a 70 metre curve. The lateral movement is calculated as described in Section 22.5.1, Section 22.5.2, and Section 22.5.3:

22.5.1. Bogie swing angle requirement

Figure 17 - Bogie - vehicle swing test

Bogie swing angle α = sin-1[(V/2)/R]

Where:

• V = vehicle bogie centres (mm)

• R = curve radius = 70000 mm

• α = calculated bogie angle of rotation

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

22.5.2. Measuring vehicle movement at bogie centre (using traverser)

Figure 18 - Measurement of datum points

Where

• Y = lateral movement at bogie centre (mm)

• Y = V2 / 2R

• R = 70000 mm

• V = vehicle bogie centres (mm)

22.5.3. Measuring vehicle movement at coupler (using crane)

Figure 19 - Measurement of datum points

Where

• Y = lateral movement at coupler (mm)

• Y = V(V+ W) / 2R

• R = 70000 mm

• V = vehicle bogie centres (mm)

• W = length from bogie centre to reference point (that is, datum point on coupler) (mm)

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

23. Static vehicle-vehicle swing test – RSU 285 23.1. Introduction

The static vehicle-vehicle swing test is a type test.

A static vehicle-vehicle swing test is designed to ensure adequate inter-vehicle clearances and inter-vehicle coupling compatibility when negotiating the most extreme track curve radii.

The vehicle-vehicle swing test consists of a simulation whereby one vehicle is rotated or translated relative to the other such that their relationship is equivalent to that of the vehicles negotiating the specified curve radii. This may be achieved by using a turntable or traverser, or by slewing one vehicle body using a crane.

The test may be conducted as a practical test or by CAD simulation. The CAD simulation shall take into account coupler length, air brake coupling hose lengths, jumper coupling length, diaphragms or gangways, and so forth.

23.2. Vehicle configuration

The vehicle shall be simulated to be coupled to the following:

• an identical vehicle

• vehicles with greater or lesser end throw that are likely to be coupled in service

• vehicles with greater or lesser end throw that are likely to be coupled during recovery

• a base vehicle (as defined in Section 23.5).

All inter-vehicle connections including hoses, control cables, power cables, and so forth, shall be correctly fitted and coupled during this test.

The vehicles shall be tested complete with all equipment such as brake rigging, hoses, and so forth.

23.3. Minimum horizontal curve radius

All vehicles whilst coupled to vehicle configurations as specified in Section 23.2 shall be capable of successfully negotiating the following:

• a horizontal simple curve of 100 m radius

When assessing with a base vehicle, there shall be a total lateral coupler offset (from the vehicle centreline) of 90 mm at the coupler line. The vehicle path shall be through the curve from tangent track.

• a reverse horizontal curve of 120 m radius, without transition between the two curves

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

Vehicles with articulated connections or permanent couplers or both shall be able to negotiate successfully the horizontal track curvature requirements detailed above whilst maintaining clearance detailed in Section 23.6.

These curve radii are tighter than those which vehicles would normally be required to negotiate in service.

23.4. Minimum vertical curve radius

All vehicles whilst coupled to vehicle configurations as specified in Section 23.2 shall be capable of successfully negotiating a vertical curve (both convex and concave) of 300 m radius.

When assessing with a base vehicle, the base vehicle shall be fitted with an interlocking shelf coupler (426 mm shank length) shown in Figure 16 in T HR RS 00100 ST, section 5 (RSU 140), with no vertical displacement of the couplers in either vehicle.

For all coupling configurations, allowance shall be made for a difference in coupler height between the two vehicles, on level track, of 75 mm, plus a vertical displacement at the coupling line of ± 35 mm due to deflection of the vehicle suspensions.

Vehicles with articulated connections or permanent couplers or both shall be able to negotiate successfully the vertical track curvature requirements detailed above whilst maintaining clearance detailed in Section 23.6.

23.5. Base vehicle dimensions

The base vehicle referenced in Section 23.2, Section 23.3 and Section 23.4 above is defined by the following dimensions:

• length over end sills (headstock): 12 600 mm

• length over coupling points: 13 490 mm

• bogie centres: 9 500 mm

• coupler length: 680 mm (centre of pin to coupling line)

23.6. Minimum clearance

There shall be no interference or contact between any vehicle-vehicle components. Allowance shall be made for all possible modes of vehicle-vehicle relative movement. These allowances will depend on the vehicle design.

Hoses and other flexible couplings shall also be checked for adequate length and to avoid abrasion and kinking.

Clearance around intercar connectors, diaphragms, gangways, and so forth, shall be checked to ensure adequate clearance.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

24. Static brake tests – RSU 286 24.1. Introduction

The static brake test is a routine test and a type test.

Static brake tests are designed to ensure that the brakes on a vehicle operate satisfactorily prior to the vehicle being permitted to travel on the RailCorp network.

Static brake tests include the following tests where applicable for the type of vehicle.

• measurement of brake block force and calculation of net brake ratio

• single car air test

• parking brake or hand brake holding test on a grade

• static brake valve operation test

• operation of driver safety systems

For specific static brake tests applying to different vehicle types refer to the following:

• locomotives - T HR RS 00300 ST, section 8 (RSU 342)

• freight - T HR RS 00400 ST, section 6 (RSU 441)

• locomotive hauled passenger - T HR RS 00500 ST, section 6 (RSU 541)

• multiple unit trains - T HR RS 00600 ST, section 6 (RSU 641)

• on track infrastructure maintenance vehicles:

o on-track vehicles - T HR RS 00700 ST, section 4 (RSU 712)

o road/rail vehicles - T HR RS 00700 ST, section 13.3 (RSU 722)

o trolleys - T HR RS 00700 ST, section 21.5 (RSU 731)

o trailers - T HR RS 00700 ST, section 22.2 (RSU 732)

o quadricycles - T HR RS 00700 ST, section 23.4 (RSU 733)

o support frames - T HR RS 00700 ST, section 24.2 (RSU 734)

24.2. When a static brake test is required

Static brake tests shall be conducted on all vehicle types for approval to operate on the RailCorp network.

Static brake tests shall be conducted on any vehicle where modifications have been made to the brake system on the vehicle, including change of brake block or disc pad type.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

The brake block forces shall be remeasured following any alteration to brake rigging ratios, brake cylinder size, or pressures.

The static brake valve operation test shall be conducted on all locomotives, multiple unit trains and ‘on track’ maintenance vehicles prior to the vehicle being permitted to move on the RailCorp network.

ASA reserves the right to request and have a static brake test carried out where, in ASA’s opinion, there is doubt as to the vehicle’s braking capability.

24.3. Net brake ratio

The net brake ratio shall be determined by dividing the sum of the actual measured brake block forces by the total vehicle mass at rail, at both tare and gross mass.

Net brake ratios are specified for locomotive hauled vehicles in the appropriate RSU section for that type of vehicle as follows:

• freight vehicles - T HR RS 00400 ST, section 6.2 (RSU 441)

• locomotive hauled passenger vehicles - T HR RS 00500 ST , section 6.2 (RSU 541)

24.4. Single car air test

All vehicles fitted with an automatic brake system or compatible with an automatic brake system or both shall be periodically maintained and a single car test conducted on the automatic brake system in accordance with operator’s procedures.

A single car test shall be conducted on any vehicle after the replacement of any major air brake equipment.

Any vehicle having skidded wheels (class 3 or greater) or scaled wheels (class 4 or greater) shall be given a single car test prior to release into service.

Locomotives that are to be hauled dead attached on the rear of a train, or within a train consist, shall be single car tested for the sensitivity of the brake equipment.

During the single car test, the test criteria given in Table 10 would normally be verified:

Table 10 - Test criteria in single car air test

Test Allowable limits Brake pipe leakage 20 kPa / minute maximum (non EMU/DMU) 3.3 kPa / minute maximum (for EMU/DMU) Main reservoir leakage 10 kPa / minute maximum (non EMU/DMU) 6.7 kPa / minute maximum (for EMU/DMU) Sensitivity on application Brakes remain applied for over 60 seconds Sensitivity on release Brakes release within 40 ± 10 sec Accelerated release operation (where fitted) Sudden increase in BP pressure

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

Test Allowable limits Grade control valve operation (where fitted) 50 – 70 kPa BC pressure maintained in HP Delayed release in IP Load compensation operation (where fitted) Higher pressure in “loaded” Slack adjuster operation

Brake cylinder leakage 10 kPa / 5 minute maximum Auxiliary reservoir leak back Nil leakage Main reservoir leak back 10 kPa / minute maximum Independent brake (where fitted) Nil leakage allowed • double check valve leakage • independent brake over automatic brake • independent control pipe leakage

24.5. Parking brake or handbrake holding test

The vehicle should be brought to a stand on a 1 in 30 grade and the park brake or handbrake applied. The vehicle shall remain stationary on the grade indefinitely.

Alternatively, the test may be carried out on a simulated grade by placing all wheels of the vehicle on 1 in 30 wedges. In this case, all wheels shall be wholly on the wedges, and not in contact with the rail.

24.6. Static brake valve operation test

The brake system shall be tested by moving the brake valve handle to all positions and checking the following:

• that the brakes apply and release (that is, the brake blocks or brake disc pads are forced onto the wheels or discs and then force released)

• that brake pipe, brake cylinder, and reservoir pressures are to specification

24.7. Operational test of driver safety systems

All vehicles fitted with a vigilance control system shall be tested in accordance with Section 36 (RSU 299) of this document to confirm that the system operates and that the timings are within that specified in T HR RS 00840 ST (RSU Appendix D).

All vehicles fitted with an operator enable system (deadman system) shall be tested in accordance with Section 36 (RSU 299) to confirm that the brakes are applied after the handles or pedal is released as specified in T HR RS 00840 ST (RSU Appendix D).

All vehicles fitted with trip gear shall be tested in accordance with Section 36 (RSU 299) to confirm the operation of the trip gear as specified in T HR RS 00840 ST (RSU Appendix D).

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

25. Brake performance test - RSU 287 25.1. Introduction

The brake performance test is a type test.

Brake performance testing is designed to ensure that all self-propelled vehicles and multiple unit trains operate safely within the current signalling limits.

Brake performance testing is also carried out on locomotive hauled trains of varying lengths.

Brake performance tests include the following tests where applicable for the type of vehicle:

• stopping distance tests for individual vehicles or trains

• deceleration tests for infrastructure maintenance vehicles

• brake functionality test for infrastructure maintenance vehicles limited to operation within protected worksites

• infrastructure maintenance vehicles that are operated as locomotives shall also be tested as specified in T HR RS 00700 ST, section 21 (RSU 740)

For specific brake performance tests applying to different vehicle types refer to the following:

• locomotives -T HR RS 00300 ST, section 8.3 (RSU 342)

• multiple unit trains -T HR RS 00600 ST, section 6 (RSU 641)

• infrastructure maintenance vehicles:

o on-track vehicles -T HR RS 00700 ST, section 4 (RSU 712)

o road/rail vehicles -T HR RS 00700 ST, section 13.3 (RSU 722)

o trolleys -T HR RS 00700 ST, section 21.5 (RSU 731)

o trailers -T HR RS 00700 ST, section 22.2 (RSU 732)

o quadricycles -T HR RS 00700 ST, section 23.4 (RSU 733)

o support frames -T HR RS 00700 ST, section 24.2 (RSU 734)

25.2. When a brake performance test is required

The brake performance tests detailed in Section 25.4, Section 25.6, Section 25.7, and section 25.8, as applicable, shall be conducted on all self-propelled vehicles and multiple unit trains for approval to operate on the RailCorp network.

A brake performance test shall be conducted on all self-propelled vehicles and multiple unit trains following any modifications to the braking system, including any change in brake block or brake pad material, before entering service on the RailCorp network.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

ASA reserves the right to request and have brake performance tests carried out, where in ASA’s opinion, there is doubt as to the braking capability a train or individual vehicle.

25.3. Track configuration

A brake performance test should be conducted on level tangent track.

If tests have to be conducted on a grade, the grade should be constant for the length of the stopping test and the measured test results shall be corrected for level track. (refer to Section 25.6).

25.4. Stopping distance test

The vehicle or train is accelerated up to test speed and allowed to coast (with power cut out) up to the test point. The brakes are applied and shall remain applied until the vehicle or train comes to a stand.

The speed at which the brakes were applied is recorded.

The test speeds shall be at appropriate increments up to the maximum design speed of the vehicle.

The distance from the test point to the position the vehicle or train came to a stand is measured.

In the case of an emergency brake application, the emergency brake can be applied by the following:

• moving the driver’s brake valve to emergency

• the on board trip arm contacting a trackside train stop

• the driver lifting hand or arm from operator enable system pedal or hand control

• application of the vigilance control penalty application

Information to be recorded includes the following:

• speed at which brakes were applied

• location of test point

• type of brake application

• direction of travel

• distance from test point to where vehicle or train came to a stand

• test conditions (including weather and rail conditions)

• wheel skidding and wheel slide system activity (if fitted)

If the test area is not level, then the gradient of the track shall be calculated.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

It is customary to conduct three stops at each speed and brake application type combination.

25.5. Stopping distance test criteria

Once stopping distances performance is completed, as per Section 25.4 of this document, the criteria for acceptance are against the applicable brake performance curve. Refer to T HR RS 00830 ST, RSU Appendix C – Brake Performance Curves.

25.6. Measuring deceleration

The vehicle or train is accelerated up to test speed and allowed to coast (with power cut out) up to the test point. The brakes are applied and remained applied until the vehicle or train comes to a stand.

The speed at which the brakes were applied is recorded.

The test speeds shall be at appropriate increments up to the maximum design speed of the vehicle.

The deceleration of the vehicle or train is measured using a brake tester or accelerometers mounted in the vehicle.

For an emergency brake application, the emergency brake can be applied by the following actions:

• moving the driver’s brake valve to emergency

• the on board trip arm contacting a trackside train stop

• the driver lifting hand or arm from operator enable system pedal or hand control

• application of the vigilance control penalty application

Information to be recorded includes the following:

• speed at which brakes were applied

• location of test point

• type of brake application

• direction of travel

• measured deceleration

• test conditions (including weather and rail conditions)

• wheel skidding and wheel slide system activity (if fitted)

If the test area is not level, then the measured deceleration shall be corrected for the gradient of the track as follows:

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

The following formula should be used when correcting measured deceleration for track gradient:

• for falling grades:

Corrected deceleration = measured deceleration + 9.81 / w

• for rising grades:

Corrected deceleration = measured deceleration – 9.81 / w

Where the gradient is expressed as a 1 in w grade, that is for a 1 in 40 grade, w = 40.

It is customary to conduct three stops at each speed and brake application type combination.

25.7. Calculation of average deceleration

The average deceleration rate shall be determined as follows:

d = v²/(2s - vt) – (9.8/G)

Where:

• d = deceleration (m/s²)

• v = initial velocity (m/s)

• s = measured stopping distance (m)

• G = gradient (1 in G)

• t = fill time correction (seconds) to determined by the supplier according to braking system configuration

The gradient G is positive (G > 0) for an ascending incline or negative (G < 0) for a descending incline.

The above equation should be used for guidance only.

The above equation shall not replace brake performance testing where required, as detailed in Section 25.1 Introduction.

25.8. Brake functionality test

The brake functionality test is only carried out on infrastructure maintenance vehicles that are restricted to operation wholly within protected worksites. The maximum speed permitted within a worksite is 15 km/h.

The brakes on the vehicle shall be tested to demonstrate that they operate and bring the vehicle to a stand within 20 metres from 15 km/h. If the maximum speed of the vehicle is less than 15 km/h, then the vehicle shall stop from maximum speed in a proportional stopping distance to maintain the equivalent deceleration.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

26. Ride performance test – RSU 288 26.1. Introduction

The ride performance test is a type test.

A ride performance test is designed to ensure vehicle compatibility with the track and to establish the optimum vehicle operating conditions providing minimum damage to the track and acceptable train pathing criteria.

This Section covers base ride performance. For vehicle specific recommended ride performance, refer to the appropriate part of the Minimum Operating Standards for Rolling Stock covering that vehicle type.

• locomotives - T HR RS 00300 ST, section 9 (RSU 343)

• freight vehicles - T HR RS 00400 ST, section 67(RSU 442)

• locomotive hauled passenger - T HR RS 00500 ST, section 7 (RSU 542)

• multiple unit trains - T HR RS 00600 ST, section 7 (RSU 642)

• infrastructure maintenance vehicles:

o on-track vehicles - T HR RS 00700 ST, section 8 (RSU 716)

o road/rail vehicles - T HR RS 00700 ST, section 17 (RSU 726)

26.2. When a ride performance test is required

A ride performance test shall be conducted on all vehicle types for approval to operate on the RailCorp network.

ASA reserves the right to request and have a ride performance test carried out on any vehicle for the following reasons:

• proposed modification to the suspension characteristics

• proposed change in bogie rotational resistance

• proposed change in wheel profile

• proposed change in bogie type

• proposed change in vehicle operating conditions

• any proposed vehicle modification which may affect the vehicle ride performance

• significant change in the vehicle tare mass

• where, in the ASA’s opinion, there is suspected poor ride performance

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

Vehicles equipped with standard three-piece bogies and constant contact side bearers or gapped sidebearers having 10 – 14 mm clearance may be exempt from a ride performance test for operation up to 80 km/h, subject to written approval from ASA. Torsionally stiff vehicles, such as tank vehicles, and high centre of gravity vehicles may not necessarily be exempt and may require testing.

26.3. Base ride performance requirements

The base ride performance requirements for all vehicle types operating on the RailCorp network shall be as detailed in Table 11.

Table 11 - Base ride performance test requirements

Parameter Limit Test speed Maximum lateral acceleration ± 0.5 g 110% design Average lateral acceleration ± 0.35 g 110% design Maximum vertical acceleration ± 0.8 g 110% design Average vertical acceleration ± 0.5 g 110% design

Ride performance shall be measured using vertical and lateral accelerometers positioned on the vehicle body as near as possible to the trailing bogie centre.

All measured accelerations shall be filtered at 10 Hz low pass.

Average acceleration shall be taken as the mean peak acceleration measured about the zero axis. The mean peak acceleration shall be calculated from the 10 Hz low pass filtered acceleration.

Sustained hunting is not permitted. In this case, hunting is defined as sinusoidal lateral oscillations of the wheelset resulting in greater than 0.5 Hz lateral vehicle body accelerations measured at the bogie centre of greater than 0.35 g sustained for 10 seconds or longer.

26.4. Vehicle test configuration

Tests are to be conducted with the vehicle in the tare condition.

ASA reserves the right to request and have the vehicle tested in the fully loaded condition.

Where possible, the test vehicle is to be the trailing vehicle in the test consist. It is desirable to have an intermediate vehicle marshalled between the test vehicle and the locomotive to isolate the test vehicle from any dynamic effects of the locomotive.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

26.5. Wheel profile for vehicles undergoing testing

All wheels on the vehicle under test shall have a worn wheel test profile, which has been agreed to by ASA. This is to ensure that the vehicle is tested for lateral stability under the most adverse wheel wear conditions likely to be experienced in service.

The recommended worn wheel test profile is as detailed in Section 3.3.4 (RSU 211) of this document.

Alternatively, the agreed wheel test profile may initially be the “as new” profile on the proviso that later vehicle tests shall be conducted with an agreed field worn wheel profile.

If tests are initially conducted with an “as new” wheel profile, then the following shall apply:

• interim approval to operate will be granted following successful completion of these tests but final approval to operate will not be granted until all required tests with the agreed field worn wheel profiles have been successfully completed

• ASA reserves the right to request and have further tests prior to the wheels reaching the agreed field worn wheel profile

• these later tests on the vehicle when equipped with the agreed field worn wheel profile shall be conducted prior to any vehicles of that type reaching a state of wheel wear equivalent to, or exceeding that of the agreed field worn wheel profile

26.6. Test track configuration

Ride performance testing shall be tested on a minimum length of track such that the maximum test speed can be maintained for at least 3 km. The track quality shall have a track condition index (TCI) less than or equal to 45 and with no significant defects, or as agreed with ASA. The test track should represent at least 60 per cent of the routes on which the vehicle would be operating.

Hunting shall be assessed on tangent track over a minimum distance of 3 km.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

27. Kinematic rolling stock outline test – RSU 289 27.1. Introduction

The kinematic rolling stock outline test is a type test.

No part of the vehicle shall infringe the kinematic rolling stock outline under all conditions of loading, wear, and dynamic behaviour unless otherwise approved by ASA.

Refer to T HR RS 00100 ST, Section 2.3.3 (RSU 110) for details of the kinematic rolling stock outline.

27.2. When a kinematic outline test is required

A kinematic outline test shall be conducted on all vehicle types for approval to operate on the RailCorp network.

ASA reserves the right to request and have a kinematic outline test carried out on any vehicle for the following reasons:

• proposed modification to the suspension characteristics

• proposed increase in vehicle centre of gravity height

• proposed change in wheel profile

• proposed change in bogie type

• proposed change in vehicle operating conditions

• any proposed vehicle modification which may affect the vehicle lateral ride performance

• where, in ASA’s opinion, there is suspected infringement of the kinematic rolling stock outline

27.3. Basic (static) kinematic outline test

The roll and lateral displacements shall be determined on a vehicle standing on a simulated 160 mm superelevation. The state of loading shall be such as to give the maximum centre of gravity.

The vehicle shall be lifted in increments up to 160 mm on one side, and then lowered gently in increments back to the level condition. The test shall be repeated lifting the other side of the

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

vehicle, unless the results from the initial test are measured well within the required limits (less than 50% of the limits detailed in T HR RS 00100 ST, Section 2.3.3, RSU 110).

At each increment the following shall be measured:

• body roll (may be measured as an offset from the vertical datum such as stringline and plumb bob)

• lateral displacement of secondary suspension

• lateral displacement of primary suspension

The basic (static) kinematic outline test shall be successfully carried out, and requirements met, prior to attempting the (dynamic) kinematic outline test.

27.4. Dynamic kinematic outline test requirements

The vehicle shall be instrumented to determine roll relative to the rail plane and lateral displacement of the vehicle body relative to the wheel. Refer to T HR RS 00100 ST, Section 2.3.3 (RSU 110).

The state of loading of the vehicle shall be such as to give the maximum centre of gravity.

The test shall be conducted with the vehicle negotiating an agreed test track site as specified in Section 27.5 with 145 per cent of the design cant deficiency.

27.5. Test track configuration

Kinematic outline testing shall be conducted on a minimum length of track of 500 m with a track condition index (TCI) less than or equal to 50 and with no significant defects, or as agreed by ASA. The test track quality should represent at least 60 per cent of the routes on which the vehicle would be operating.

27.6. Assessment of tests

27.7. Simulation of kinematic outline test

As an alternative to conducting the kinematic rolling stock outline test, a computer-simulated test may be accepted.

The simulation shall be validated using data from measured dynamic responses of the vehicle.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

AS 7507: does not require the validation of computer simulation. Validation is required for all vehicle computer simulations before operating on the RailCorp network.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

28. Pitch and bounce performance test – RSU 290 28.1. Introduction

The pitch and bounce performance test is a type test.

A pitch and bounce test is designed to ensure that the vehicle suspension is adequately damped to control vehicle oscillations created when negotiating cyclic vertical track perturbations at critical speed.

28.2. When a pitch and bounce test is required

ASA reserves the right to request and have a pitch and bounce test carried out by the owner or operator or both on any vehicle for the following reasons:

• new vehicle types

• proposed modification to the suspension characteristics

• proposed change in bogie type

• proposed change in vehicle operating conditions

• any proposed vehicle modification which may affect the vehicle vertical ride performance

• where, in ASA’s opinion, there is suspected poor ride performance

28.3. Pitch and bounce test requirements

The pitch and bounce test performance requirements for all vehicle types operating on the RailCorp network shall be as detailed in Table 12.

Table 12 - Pitch and bounce test requirements

Parameter Limit Test speed Maximum vertical acceleration ±0.8g Up to 110% of design Average vertical acceleration ±0.5g Up to 110% of design Minimum vertical wheel load 10% of static Up to 110% of design

Pitch and bounce performance shall be measured using vertical accelerometers positioned on the vehicle body as near as possible to the leading and trailing bogie centres.

All measured accelerations shall be filtered at 10 Hz low pass.

Average acceleration shall be taken as the mean peak acceleration measured about the zero axis. The mean peak acceleration shall be calculated from the 10 Hz low pass filtered acceleration.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

The fully loaded vehicle shall first approach and negotiate the test site at a constant speed well below any calculated resonant speed, and there after increasing in 10 km/h increments for each subsequent test run until the critical values specified in Table 12 above are reached, the resonance level is passed, or 110% of the design speed is reached.

If the critical acceleration levels in Table 11 are exceeded, the vehicle is regarded as unsuitable for the proposed operation, but may be relegated to a lower maximum speed of at least 10 per cent less than the critical speed.

28.4. Pitch and bounce test track configuration

The test track configuration for the pitch and bounce test shall consist of three (3) cycles, with phase, wavelength, and amplitude as defined in Figure 20.

Figure 20 - Pitch and bounce test track configuration

[Reference: Diagram 3-12A of the ROA Manual of Engineering Standards and Practices]

In addition, the test track shall include a single bump as defined in Figure 21.

Figure 21 - Single bump test track configuration

[Reference: Diagram 3-12B of the ROA Manual of Engineering Standards and Practices]

Where an instrumented wheelset is not available to measure vertical wheel forces, the vertical acceleration in Table 11 shall be taken as the test limit.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

28.5. Simulation of pitch and bounce test

As an alternative to conducting the pitch and bounce test, a computer-simulated test may be accepted.

The simulation shall be validated by comparing the ride results with that of an actual ride test.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

29. Environmental tests – RSU 292 29.1. Introduction

The environment test is a type test.

Environmental testing is designed to ensure that vehicles and trains do not exceed acceptable noise, vibration, and air quality limits.

29.2. Noise tests

All rolling stock shall comply with the noise requirements as specified in T HR RS 00100 ST, section 6.3 (RSU 150).

Type testing will apply for all rolling stock of the same vehicle type providing they have not been substantially modified.

29.3. Vibration tests

All rolling stock shall comply with the vibration requirements as specified in T HR RS 00100 ST, section 6.5 (RSU 150).

Type testing will apply for all rolling stock of the same vehicle type providing they have not been substantially modified.

29.4. Air quality emission tests

All rolling stock powered with an internal combustion engine shall comply with the emission requirements as specified in T HR RS 00100 ST, section 6.6 (RSU 150).

Type testing will apply for all rolling stock of the same vehicle type providing they have not been substantially modified.

Emission testing shall include the following:

• visible smoke

• nitrogen oxides (NOx)

• particulates

• carbon monoxide

• hydrocarbons (VOC)

• exhaust flow

• sulphur dioxide (SO2)

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

30. Signal visibility test – RSU 293 30.1. Introduction

The signal visibility test is a type test.

Signal visibility testing is designed to ensure that drivers or operators of all self-propelled vehicles, including locomotives and multiple unit trains, can clearly see trackside signals from their driving positions.

30.2. Visibility test

The signal visibility test shall be conducted on all driven vehicle types for approval to operate on the RailCorp network. Refer to T HR RS 00100 ST, section 7.6 (RSU 160).

Type testing will apply for all rolling stock of the same vehicle type providing they have not been substantially modified.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

31. Electrical safety inspection – RSU 294 31.1. Introduction

The electrical safety inspection is a type inspection (applied routinely).

An electrical safety inspection is designed to ensure that vehicles operating under the overhead wires are safe as follows:

• there is adequate clearance between the vehicle and the overhead wires

• moving parts, such as cranes and elevating platforms, are secured in a locked position while the vehicle is in travelling mode

• there is adequate signage, warning personnel not to climb on the vehicle when under the overhead wires

When operating around electrical equipment, the vehicle shall be operated in accordance with TfNSW electrical safety document SMS-06-GD-0268 System Guide – Working Around Electrical Equipment.

31.2. When an electrical safety inspection is required

All new vehicles that might operate under the overhead wires shall be inspected.

Any vehicle that has been modified such that equipment can come within contact with the overhead wires or within three metres of the overhead wires shall be inspected.

Any vehicle that has been modified such that personnel operating the vehicle can come within contact with the overhead wires or within one metre of the overhead wires shall be inspected.

An electrical safety inspection is not required where vehicles only operate outside of electrified areas. Vehicles that fail the electrical safety inspection will be restricted to operation outside the electrified area.

31.3. Electrical safety inspection

Where personnel could, in carrying out their duties, climb onto a vehicle such that the personnel would be within one metre of the overhead wires, appropriate safety warning signs shall be displayed.

Any movable part of a vehicle, such as cranes, work platforms, out riggers, and so forth, shall be fitted with positive locking devices to prevent accidental upward movement.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

All vehicles fitted with cranes, work platforms, or areas where a person could climb on the vehicle, and so forth, shall display ‘Danger’ signs. Signs should be adjacent to the controls of the cranes, work platforms, ladders, and so forth. Sample danger signs are shown in Figure 22. Signs shall be 250 mm by 150 mm (or 125 mm by 75 mm for use inside cabs or at controls where the larger size cannot be fitted).

The safety stickers shall be retro-reflective and in a colour that contrasts with the colour of the vehicle.

Figure 22 - Sample 'Danger' signs

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

32. Signal compatibility test – RSU 295 32.1. Introduction

The signal compatibility test is a type test.

Signal compatibility testing is designed to ensure that vehicles operating on the RailCorp network operate the trackside signalling equipment.

Vehicles that do not satisfactorily operate the signalling system, such as road/rail vehicles and some track maintenance vehicles, shall only operate under special operating conditions.

Refer to T HR SC 00006 ST Rolling Stock Signalling Interface Requirements for the signal compatibility requirements.

32.2. When a signal compatibility test is required

The signal compatibility test shall be conducted on all vehicle types, excluding locomotive hauled vehicles, for approval to operate on the RailCorp network.

A signal compatibility test shall be conducted on any vehicle that has failed to operate track circuits.

32.3. Signal compatibility tests

Signal compatibility tests shall be conducted in accordance with T HR SC 00006 ST Rolling Stock Signalling Interface Requirements.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

33. Signal and communication system interference test – RSU 296 33.1. Introduction

The signal and communications system interference test is a type test.

Interference testing is designed to ensure that electrical equipment operating on a vehicle does not interfere with the operation of trackside signalling and communication equipment.

33.2. When a signal and communication system interference test is required

The signal and communication system interference tests shall be conducted on all vehicle types which have equipment that could potentially interfere with signal and communication systems, for approval to operate on the RailCorp network.

A signal and communication system interference test shall be conducted on any vehicle that is suspected of interfering with signalling or communications equipment.

33.3. Interference tests

Interference tests shall be conducted in accordance with T HR RS 00860 ST (RSU Appendix F) Communication System and T HR SC 0006 ST Rolling Stock Signalling Interface Requirements.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

34. Vehicle structural tests – RSU 297 34.1. Introduction

The vehicle structural tests are type tests.

Tests are carried out on vehicles to ensure the structural integrity of the vehicle. These tests are described as physical tests. However, simulation of these requirements using appropriate software with validation is accepted.

34.2. Jacking point vertical load test 34.2.1. For rolling stock fitted with AAR style couplers

A vertically upward force to prove the structural integrity of the vehicle frame shall be applied to the coupler head immediately adjacent to the striker face of the draft gear body, or jacking point, at one end of the vehicle, sufficient in magnitude to lift the fully loaded vehicle free of the bogie nearest the applied load, and held for 60 seconds.

A load of ± 220 kN shall be applied in the vertical plane at the coupler head as near as possible to the pulling face and held for 60 seconds in both directions (for a loaded vehicle).

Sections of articulated vehicles that do not form end units of the articulated vehicle shall not be subjected to these tests, as they do not have any bogie overhang.

[Reference: ROA Manual of Engineering Standards and Practices section 3.3.7.]

34.2.2. For rolling stock fitted with multifunction couplers, drawbars, and other special purpose couplers

A vertically upward force to prove the structural integrity of the vehicle frame shall be applied to a suitably designed jacking point on the coupler or vicinity of the coupler or headstock, at one end of the vehicle, sufficient in magnitude to lift the fully loaded vehicle free of the bogie nearest the applied load, and held for 60 seconds.

Adequate vertical movement shall be provided to cater for vehicle to vehicle vertical displacements expected in all service conditions. Where the limits of vertical travel have been reached (and for all expected loading), the coupler, headstock, and underframe structure shall have sufficient strength to accommodate the resulting applied vertical force from the couplers.

Sections of articulated vehicles that do not form end units of the articulated vehicle shall not be subjected to these tests, as they do not have any bogie overhang.

34.3. Static end compression test

The single vehicle impact test, Section 34.4, may be performed as an alternative to this test.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

A longitudinal compressive end load of equivalent to the maximum that is expected to occur during all service conditions (including an appropriate factor of safety) shall be applied to the couplers and held for 60 seconds minimum. For locomotives and freight vehicles, the longitudinal compressive end load shall be no less than 4500 kN.

The load shall be applied over an area equal to the contact area between the draft lugs and draft gear (or equivalent). The vehicle as tested shall simulate an axially loaded beam having ball end restraints, that is, the loading fixture shall be constrained from lateral and vertical motion. Figure 23 illustrates this requirement.

Figure 23 - Load fixtures for static end compression

[Reference: ROA Manual of Engineering Standards and Practices Diagram 3-16.]

The vehicle shall be tested under the adverse stress conditions (empty or loaded or both) and shall withstand the applied loads without permanent deformation of any component.

[Reference: ROA Manual of Engineering Standards and Practices section 3.3.9.]

34.4. Single vehicle impact test 34.4.1. For freight rolling stock

The test vehicle shall be loaded to its maximum gross mass on rail and impacted by a rake of vehicles, consisting of three 50 tonne nominal capacity open or hopper cars. These cars shall be loaded to their allowable maximum gross mass on rail with sand or other granular material, and should be equipped with Association of American Railroads (AAR) M-901E rubber-friction draft gear or equivalent at the striking end. A metal plate may be placed on top of the granular material to stop load shift.

The test vehicle shall be stationary at the start of each test with the handbrake and air-brake released. It shall be located between, but not in contact with, the striking consist described above and a similar consist used as a buffer. The handbrake on the buffer vehicle furthest from the vehicle under test shall be firmly applied. No restraint other than the handbrake on the last vehicle shall be used. The track shall therefore be level.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

A series of impacts shall be made on tangent track by the striking consist starting at 10 km/h. The speed should be increased in small increments of approximately 3 km/h. For interchange vehicles the impacts shall continue until either a coupler force of 5500 kN or a speed of 22 km/h has been reached, whichever occurs first. For other vehicles, the vehicle owner or operator shall specify the maximum coupler force and maximum impact speed.

A vehicle consisting of two or more permanently coupled units shall also undergo impact testing as outlined above with the struck unit of the test vehicle being empty for a two-unit vehicle, or with the first two units being empty for a three (or more) unit vehicle.

[Reference: ROA Manual of Engineering Standards and Practices section 3.3.10.]

34.4.2. For passenger rolling stock

Passenger rolling stock shall meet the requirements of T MU RS 01000 ST Structural Integrity and Crashworthiness of Passenger Rolling Stock.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

35. Curve stability tests – RSU 298 35.1. Introduction

The curve stability tests are a type test.

Curve stability tests are carried out on vehicles to ensure the stability of the vehicle in a train consist on curves while under draft and buff forces. These tests are described as physical tests. However, simulation of these requirements using appropriate software with validation is accepted.

35.2. Curve stability tests

ASA reserves the right to request and have a vehicle tested, where in ASA’s opinion, there is doubt regarding the stability of the vehicle during curve negotiation under draft or buff forces or both.

Where required, curve stability shall be tested as follows:

• the test consist shall be subjected to a buff and draft load equivalent to the maximum that is expected to occur during all service conditions (including an appropriate factor of safety, without vehicle body-suspension separation or wheel lift. For locomotives and freight vehicles, the buff and draft load shall be 750 kN. Load application, firstly static and then at a nominal speed of 5 km/h, shall be of minimum 20 seconds sustained duration. The static case evaluates the rail stability. The dynamic case evaluates the vehicle’s tendency to derail. Articulated vehicles consisting of more than two units shall be tested with a minimum of three units in the test consist. The number of units used shall generate maximum load in the critical L/V location of the vehicle.

• for the purpose of this test the test vehicle shall be fitted with new full flange wheel profiles

• the empty vehicle shall be subjected to buff and draft load on a curve of not greater than 175 metre radius. The curve shall have 12 mm maximum superelevation. The test vehicle shall be coupled to vehicles it is intended to operate with in service and during recovery. For locomotives and freight vehicles, the test vehicle shall be coupled to a ‘base vehicle’ as defined below and a ‘long vehicle’ having a length over headstocks of 25 metres, long shank couplers, and conventional draftgear.

• the ‘base vehicle’ shall be a vehicle nominally 13 metres over headstocks, or shorter, with nominal bogie centres, and fitted with short couplers

[Reference: Section 3.3.8 of the ROA Manual of Engineering Standards and Practices.]

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

36. Safety equipment function test – RSU 299 36.1. Introduction

The safety equipment function test is a type test and a routine test.

A safety equipment function test is required to ensure that all critical items of safety equipment are functioning correctly.

36.2. Driver safety system 36.2.1. Vigilance control system

Perform the following for the vigilance control system function test:

• test the operation of the vigilance control system. Time the interval from acknowledgement to visual warning, audible warning, penalty brake application, and the minimum time before the vigilance control system can be reset, for compliance with timing requirements in T HR RS 00840 ST (RSU Appendix D) Driver Safety Systems.

• check that each acknowledgment button and pedal resets the vigilance cycle

• check that when each button and pedal is depressed continuously that this does not reset the vigilance cycle

• for task linked systems, check that each task linked function resets the vigilance cycle

36.2.2. Operator enable system

Test the operation of the operator enable system. Release the pedal or hand controller and ensure the brakes apply.

36.2.3. Trip gear system

Test the operation of the trip gear lever. Apply a force on the trip gear lever and ensure that the brakes apply.

36.2.4. ATP system

Test the operation of the automatic train protection (ATP) system on board the rolling stock. Suitable procedures shall be in place to test the operation of the ATP system on board equipment.

T HR RS 00200 ST RSU 200 Series - Minimum Operating Standards for Rolling Stock - Common Interface Requirements Version 1.0 Issued Date: 19 December 2014

36.2.5. Other systems

Where other types of driver safety systems are fitted to rolling stock, the operation of these systems shall be tested. Suitable procedures shall be in place to test the operation of any driver safety systems.

36.3. Driver’s emergency cock

Open each driver’s emergency cock in turn to ensure that the brake pipe is exhausted and the brakes apply.

36.4. Lights

Check that all lights operate.

36.5. Horns

Sound all horns to ensure they operate.

36.6. Speed indicating device

Check the operation of all speed indicating devices fitted to the rolling stock.