Engineering Design of On-Track Machines - RSSB Iss 4.pdf · Engineering Design of On-Track Machines...

Railway Group Standard GM/RT2400 Issue Four Date September 2011

Engineering Design of On-Track Machines

Synopsis This document defines the design requirements for features of on-track machines which are not addressed by other Railway Group Standards. This document contains requirements that are amended under the Railway Group Standards Code (Issue Three) as a small scale change. Reference to the amended requirements is made in the ‘Issue record’. All other parts of the document are unchanged from the previous issue.

Copyright in the Railway Group Standards is owned by Rail Safety and Standards Board Limited. All rights are hereby reserved. No Railway Group Standard (in whole or in part) may be reproduced, stored in a retrieval system, or transmitted, in any form or means, without the prior written permission of Rail Safety and Standards Board Limited, or as expressly permitted by law. RSSB Members are granted copyright licence in accordance with the Constitution Agreement relating to Rail Safety and Standards Board Limited. In circumstances where Rail Safety and Standards Board Limited has granted a particular person or organisation permission to copy extracts from Railway Group Standards, Rail Safety and Standards Board Limited accepts no responsibility for, and excludes all liability in connection with, the use of such extracts, or any claims arising therefrom. This disclaimer applies to all forms of media in which extracts from Railway Group Standards may be reproduced. Published by: RSSB Block 2 Angel Square, 1 Torrens Street London EC1V 1NY © Copyright 2011 Rail Safety and Standards Board Limited

Uncontrolled When Printed Document to be superseded as of 07/12/2013

To be part superseded by GMRT2400 Iss 5 and RIS-1702-PLT Iss 1 published on 07/09/2013

Railway Group Standard


GM/RT2400 Issue Four Date September 2011

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Issue record Issue Date Comments

One January 1996 Original document

Two December 2002 Replaces issue one

Three December 2010 Replaces issue two Includes requirements for OTMs previously contained in GM/RT2100 issue 3

Four September 2011 Replaces issue three Small scale change amendment – revision of 3.6 to align with the requirements in BS EN 14033.

Amended or additional parts and/or sections of revised pages have been marked by a vertical black line in the adjacent margin.

Superseded documents The following Railway Group documents are superseded, either in whole or in part as indicated:

Superseded documents Sections superseded

Date when sections are superseded

GM/RT2400, issue three, December 2010 Engineering Design of On-Track Machines

All 03 December 2011

GM/RT2400 issue three ceases to be in force and is withdrawn as of 03 December 2011.

Supply The authoritative version of this document is available at www.rgsonline.co.uk. Uncontrolled copies of this document can be obtained from Communications, RSSB, Block 2 Angel Square, 1 Torrens Street, London EC1V 1NY, telephone 020 3142 5400 or e-mail [email protected]. Other Standards and associated documents can also be viewed at www.rgsonline.co.uk.



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mailto:[email protected]�



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Contents Section Description Page

Part 1 Purpose and Introduction 5 1.1 Purpose 5 1.2 Introduction 5 1.3 Approval and authorisation of this document 7

Part 2 Design Acceptance 8 2.1 Design acceptance process 8

Part 3 Design Requirements 9 3.1 General 9 3.2 Ride performance in the operating mode 10 3.3 Wheelsets, wheels and rollers 13 3.4 Wheel arrangements outside possessions 13 3.5 Braking requirements 13 3.6 Windscreens and windows 15 3.7 Operating cabs and positions 15 3.8 Access and egress 15 3.9 Gauging 16 3.10 Drawgear and buffers 16 3.11 Operation of track circuits 17 3.12 Operation of detonators 17 3.13 Cranes 17 3.14 Movement limiting devices 18 3.15 Recovery conditions 19 3.16 Traction drive systems 20 3.17 Setting up and packing away 20 3.18 Marking and safety signs 20 3.19 Audible warning devices 21 3.20 Retention of components 21 3.21 Fire prevention 21 3.22 Doors, door handles, steps, handrails and railings 21 3.23 Protection from overhead line equipment (OLE) 22 3.24 Mobile elevating work platforms 22 3.25 Structural requirements 22

Part 4 Application of this document 34 4.1 Application – infrastructure managers 34 4.2 Application – railway undertakings 34 4.3 Health and safety responsibilities 34

Appendices 35 Appendix A Track Twist Geometry 35 Appendix B General Method for Calculating Permissible Wheel Loads 36

Definitions 37 References 38 Tables Table 1 Design requirements applicable to all on-track machines and special

requirements applicable for self-propelling and hauling in train formation 9 Table 2 Permissible rail stress 10






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Table 3 Maximum wheel load with the machine in operating mode without load control devices 12

Table 4 Maximum wheel load with the machine in operating mode with load control devices 13

Table 5 Low-speed braking distances 14 Table 6 Longitudinal proof loads 25 Table 7 Vertical proof loads 26 Table 8 On-track machine body fatigue load factor 27 Table 9 Equipment proof load factor 28 Table 10 Equipment fatigue load factor 28





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Part 1 Purpose and Introduction 1.1 Purpose

1.1.1 This document mandates the design requirements for features of on-track machines that are not addressed by other Railway Group Standards. This is achieved by referencing applicable Railway Group Standards and detailing the additional and particular design requirements for on-track machines not contained in other Railway Group Standards

1.2 Introduction 1.2.1 Background

1.2.1.1 This document has been updated to issue 3 to retain all the existing requirements from issue 2 that have been withdrawn from other previously referenced Railway Group Standards. There is no net change in technical content between this issue and issue 2 (including the non-compliances previously granted for issue 2).

1.2.2 Principles 1.2.2.1 This Railway Group Standard has not been amended in line with the Strategy for

Standards Management. The up-issue has been solely for the purpose of retaining the existing requirements in the previous issue.

1.2.3 Related requirements in other documents 1.2.3.1 This document does not give a comprehensive list of all the design requirements

for on-track machines, as requirements are contained in other Railway Group Standards. At the time of publication of this document the following Railway Group Standards contain design requirements for on-track machines additional to those in this document.

GE/RT8006 Interface between Rail Vehicle Weights and Underline Bridges

GE/RT8014 Hot Axle Bearing Detection

GE/RT8015 Electromagnetic Compatibility between Railway Infrastructure and Trains

GE/RT8025 Electrical Protective Provisions for Electrified Lines

GE/RT8030 Requirements for the Train Protection and Warning System (TPWS)

GE/RT8035 Automatic Warning System (AWS)

GE/RT8080 Train Radio Systems for Voice and Related Messaging Communications

GM/RT2040 Calculation of Brake Force Data for Rolling Stock Library

GM/RT2100 Requirements for Rail Vehicle Structures

GM/RT2130 Vehicle Fire, Safety and Evacuation

GM/RT2141 Resistance of Railway Vehicles to Derailment and Roll-Over

GM/RT2142 Resistance of Railway Vehicles to Roll-Over in Gales

GM/RT2160 Environment Inside Railway Vehicles(Audibility of detonators and control of pressure pulses)






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GM/RT2161 Requirements for Driving Cabs of Railway Vehicles

GM/RT2176 Air Quality and Lighting Environment for Traincrew Inside Railway Vehicles

GM/RT2181 Overhead Line Equipment (O.L.E.) Warning Line on Traction and Rolling Stock

GM/RT2185 Train Safety Systems

GM/RT2190 Mechanical and Electrical Inter-Vehicle Coupling Systems

GM/RT2210 Identification of Rail Vehicles

GM/RT2260 Design for Recovery of Rail Vehicles

GM/RT2304 Equipotential Bonding of Rail Mounted Vehicles to Running Rail Potential

GM/RT2307 Self Contained Electrical Power Supply Systems Fitted to Infrastructure Support Vehicles

GM/RT2459 Data to be Displayed on Rail Vehicles

GM/RT2461 Sanding Equipment Fitted to Multiple Units and On-Track Machines

GM/RT2472 Data Recorders on Trains-Design Requirements

GM/RT2483 Visibility Requirements for Trains

GM/RT2484 Audibility Requirements for Trains

GM/TT0088 Permissible Track Forces for Railway Vehicles

1.2.4 Supporting documents 1.2.4.1 The following Railway Group documents support this Railway Group Standard:

GE/RC8514 Recommendations for Hot Axle Bearing Detection

GM/GN2169 Combined Manual for AWS and TPWS Trainborne Equipment

GM/GN2460 Guidance on Compliance with Noise and Vibration Legislation in the Railway Environment

GM/GN2575 Guidance on the Engineering Acceptance of On-Track Machines

GM/RC2494 Recommendations for Railway Wheelset Design

GM/RC2495 Recommendations for Railway Wheelset Manufacture and Assembly

GM/RC2496 Recommendations for Railway Wheelset Maintenance

GM/RC2513 Commentary on Permissible Track Forces for Railway Vehicles

GM/RC2514 –Recommendations for Equipotential Bonding Rail Vehicle to Running Rail Potential

GM/RC2515 Engineering Development of Rail Vehicles – Code of Practice





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GM/RC2530 Recommendations for Rail Vehicle Fire Safety

GM/RC2532 Recommendations for Rail Vehicles Emergency & Safety Equipment

GM/RC2533 Recommendations for Communication of Rail Vehicle Emergency & Safety Information

GM/RC2542 Recommendations for Determination of Aerodynamic Rolling Moment Coefficient

GM/RC2641 Recommendations for Vehicle Static Testing

1.3 Approval and authorisation of this document 1.3.1 The content of this document was approved by Plant Standards Committee on

16 June 2011.

1.3.2 This document was authorised by RSSB on 12 July 2011.






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Part 2 Design Acceptance 2.1 Design acceptance process 2.1.1 General

2.1.1.1 Whilst this document sets out essential design requirements for on-track machines, the final acceptance for use on Network Rail managed infrastructure is dependent on the following points:

a) Demonstration of compliance with Railway Group Standards, as set out in GM/RT2000

b) Successful assessment of compatability with the infrastructure, as set out in GE/RT8270.

2.1.2 Route acceptance 2.1.2.1 The railway undertaking shall assess the use of the machine when in working and

operating modes, and submit the assessment to the infrastructure manager as part of the assessment of compatability process. The assessment shall:

a) Identify risks from use in the railway environment

b) Ensure that the proposed method of use is consistent with current track safety procedures

c) Identify possible detrimental effects on the infrastructure

d) Include any limitations in use or other control measures required to reduce the risks identified in the assessment.





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Part 3 Design Requirements 3.1 General

3.1.1 All on-track machines shall conform to the requirements set out in 1.2.3.1 of this document. Additionally they shall, according to their mode of use, meet the particular and additional requirements listed in this clause. These requirements apply where there is the need to be hauled outside possessions in train formation or to self-propel outside possessions. Table 1 below indicates the applicability of Part 3 in accordance with the intended use of the on-track machine.

Applicable paragraphs of

this document

All on-track

machines

Requirements for self-propelling

outside a possession

Requirements for being

hauled in train formation

Requirements for both self-propelling

outside a possession and being hauled in

train formation

3.2 3.3 3.4

3.5.1 3.5.2 3.5.3 3.5.4 3.6 3.7 3.8 3.9 3.10 3.11 3.12 3.13 1) 3.14 3.15 3.16 3.17

3.18.1 3.18.2 3.18.3 3.19 3.20 3.21 3.22 3.23 3.24 3.25

1)

Table 1 Design requirements applicable to all on-track machines and special requirements applicable for self-propelling and hauling in train formation

Only applicable to machines fitted with a crane






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3.2 Ride performance in the operating mode 3.2.1 Wheel load variations

3.2.1.1 The on-track machine, in the most adversely loaded condition, shall be capable of negotiating, without fully unloading any wheel or the on-track machine becoming derailed, a track twist as defined in Appendix A.

3.2.1.2 Additionally, an on-track machine shall either be capable of negotiating the following track conditions:

a) 200 mm cant

b) 1:30 track gradient

c) Horizontal radius of 120 m

d) Vertical radius of 500 m.

or when an on-track machine cannot be safely operated under these conditions the arising limitations shall be detailed on the acceptance certification.

3.2.1.3 The maximum rail cant on which the on-track machine is capable of safely operating shall be permanently displayed in the operating cabs.

3.2.2 Maximum rail stress 3.2.2.1 The maximum rail stress generated when operating or working is a function of the

wheel size and the rail type. The Certificate of Engineering Acceptance shall indicate the rail types for which the machine has been certificated. The method of assessing the maximum permissible wheel load and rail stresses is detailed in 3.2.3 and 3.2.4.

3.2.3 Stress induced by rail wheels 3.2.3.1 The rail wheel load shall not generate stresses, including internal stresses, in the

rail higher than the values in Table 2, expressed as a percentage of the minimum ultimate tensile strength of the rail.

Maximum permissible tensile bending stress

On top face of the head of the rail and the lower face of the foot of the rail

45%

At the lateral faces of the head of the rail

50%

At the lateral faces of the foot of the rail

60%

Maximum permissible compressive bending stress

On top face of the head of the rail and the lower face of the foot of the rail

65%

Table 2 Permissible rail stresses

3.2.3.2 This requirement equates to a maximum load exerted on the rails by any single rail wheel in operating mode of a maximum of 25 tonnes but shall additionally be subject to the limits shown in Tables 3 and 4.





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3.2.3.3 This figure has been derived from assessing the stresses in the rail to see that they do not exceed 250 N/mm2 in that part of the rail clause where they are highest, and is based on rail profiles conforming to BS 11 113A, with a maximum sleeper spacing of 760 mm.

3.2.4 Stress induced by auxiliary wheels, auxiliary guides and working parts 3.2.4.1 The wheels and guides referred to in this clause are for the support and guidance

of assemblies associated with the operation and working of the machine and not for transit.

3.2.4.2 The construction and positioning of any auxiliary wheels and / or guides shall provide satisfactory guidance on rails and shall not cause damage to the rail or any associated part of the railway infrastructure.

3.2.4.3 Except as set out in 3.2.4.4 the limits set out in Table 2 shall be followed for any tool associated with the working or operating mode. If the rail is subject to other external stresses, as for example thermal stress, this shall be taken into consideration.

3.2.4.4 It is permissible for the limits in Table 2 to be exceeded in machines specifically designed for straightening or bending rails.

3.2.4.5 Any additional supporting elements necessary to ensure stability or assist the work process shall also comply with the above requirements.

3.2.5 Maximum wheel loads when operating - machines without wheel load control devices 3.2.5.1 In operating configuration the maximum wheel loads (Qmax) of the main wheels or

auxiliary wheels in relation to the diameter of the wheel and the rail material shall be those shown in Table 3. For rail types other than those shown in Table 3 refer to Appendix B for a general method of calculating the permissible wheel loads. The calculation of the vertical loads applied to the wheels shall take into account all the factors that can produce variations, for example:

a) Due to the machine:

i) Excentricity of the centre of gravity ii) Torsionsal flexibility iii) Hysteresis of the suspension iv) Excentric load v) Application of an eccentric force

b) Due to the track:

i) Maximum cant ii) Maximum twist






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Wheel diameter ∅ Maximum wheel load exerted on the rail (kN) D (mm) d Rail with

σB = 880 N/mmRail with

2 1) σB = 680 N/mm ∅ ≥ 920

2 2) 222 136

920 > ∅ ≥ 840 222 136

840 > ∅ ≥ 760 201 120

760 > ∅ ≥ 680 179 107

680 > ∅ ≥ 630 167 99

630 > ∅ ≥ 550 146 89

550 > ∅ ≥ 470 124 74

470 > ∅ ≥ 390 103 62

390 > ∅ ≥ 330 87 52

D = nominal diameter, d = worn diameter limit 1) Corresponds to rails for example UIC 60, S 54, S49 (880 N/mm2

2) Corresponds to rails for example S 49 (680 N/mm)

2

Table 3 Maximum wheel load with the machine in operating mode without wheel load control devices

)

3.2.6 Maximum wheel loads when operating - machines with wheel load control devices 3.2.6.1 For machines, notably railway cranes, of which the wheel loads shall be

controlled by means of a device (for example device for limiting of overturning moment) which prevents the maximum value of the wheel load being exceeded. Wheel loads shall accord with the maximum wheel loads (Qmax) shown in Table 4. For rail types other than those shown in Table 4 refer to Appendix B for a general method of calculating the permissible wheel loads.

3.2.6.2 Reductions of the maximum load shall be applied when the working conditions are imprecise or difficult to determine, such as:

a) Lifting of the load from underneath

b) Swinging movements of the load

c) Indeterminate load caused by ground forces

d) Overload due to unequal distribution of the load within the lifting tackle

e) Oblique lifting of the load

f) The load swinging to an unacceptable height.





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Wheel diameter ∅ Maximum wheel load exerted on the rail (kN) D (mm) d Rail with

σB = 880 N/mmRail with

2 1) σB = 680 N/mm ∅ ≥ 920

2 2) 243 170

920 > ∅ ≥ 840 243 170

840 > ∅ ≥ 760 243 154

760 > ∅ ≥ 680 230 138

680 > ∅ ≥ 630 213 127

630 > ∅ ≥ 550 186 111

550 > ∅ ≥ 470 159 95

470 > ∅ ≥ 390 132 79

390 > ∅ ≥ 330 112 67

D = nominal diameter, d = worn diameter limit 1) Corresponds to rails for example UIC 60, S 54, S49 (880 N/mm2

2) Corresponds to rails for example S 49 (680 N/mm)

2

Table 4 Maximum wheel load with the machine in operating mode with wheel load control devices

)

3.3 Wheelsets, wheels and rollers 3.3.1 Wheelsets

3.3.1.1 Wheelsets other than those used exclusively in the operating mode shall comply with GM/RT2466.

3.3.2 Wheels and rollers 3.3.2.1 Wheels and rollers used exclusively for operating and working shall be fit for

purpose, their design shall take into account the following factors:

a) The propensity for causing derailments

b) The forces imposed on the track

c) The speed of operation

d) Flange shape or lack of flanges.

3.4 Wheel arrangements outside possessions 3.4.1 In order for on-track machines to remain compatible with train detection systems,

the wheel arrangements are required to conform to the geometric requirements detailed in GM/RT2149.

3.5 Braking requirements 3.5.1 Self propelled machines

3.5.1.1 When designed to be self-propelled outside possessions or self-propelled and hauled in train formation, the brake system shall comply with GM/RT2042 and GM/RT2045.






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3.5.1.2 When designed to tow other vehicles, the combined on-track machine and trailer brake systems shall comply with GM/RT2045. The Certificate of Engineering Acceptance shall be endorsed with details of the braking system to be used on trailing vehicles. If on-track machines are not designed to tow, this shall be stated on the Certificate of Engineering Acceptance.

3.5.2 Hauled 3.5.2.1 When designed to be hauled only in train formation other than when operating,

the brake system shall comply with GM/RT2043 and GM/RT2045.

3.5.3 All 3.5.3.1 When the operation of an on-track machine requires the intervention of

pedestrian staff, which brings them into the proximity of the machine at times when the machine is in operating mode and may make unannounced movements along the track, then the braking performance of the machine shall be as specified in Table 5. If the machine is deemed not to need enhanced low speed braking characteristics because staff are never in the vicinity when it is operating, then a limitation shall appear on the Certificate of Engineering Acceptance stating ‘This machine does not have enhanced low-speed braking characteristics. Staff must be confined to cabs when the machine is operating.’

3.5.3.2 For on-track machines that are self-propelled in their operating mode and with any permitted propelled and / or trailing load, the braking performance of the brake for use in operating mode shall be as specified in Table 5 (distances based on level track and dry rail conditions).

3.5.3.3 When the brake systems set out in 3.5.1 or 3.5.2 are not used to achieve the performance in Table 5, then an alternative brake system shall be employed. This alternative operating mode brake system shall:

a) Meet the performance shown in Table 5

and

b) Be fail safe, such that loss of any operating energy source will apply the brakes to achieve the performance shown in Table 5

and

c) Automatically inhibit or interrupt traction power when there is full service or emergency application.

3.5.3.4 When in operating mode, all positions, where personnel may be present, shall be provided with a method of an emergency brake application.

On-track machine speed Maximum stopping distance km/h (mph) Metres 8 (5) 6 16 (10) 18 24 (15) 36 32 (20) 60 For speeds in excess of 32 km/h stopping distances shall be in accordance with GM/RT2042

Table 5 Low-speed braking distances





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3.5.4 Parking brake 3.5.4.1 The requirements of GM/RT2042 and GM/RT2043, with regard to the handbrake,

are generally applicable to on-track machines, however, the following conditions are also applicable. (Where there are more restrictive requirements in this document than in GM/RT2042 and GM/RT2043 they shall be applicable to on-track machines).

a) The parking brake performance shall hold the on-track machine on a gradient of 1 in 30.

b) If it is of the screw design, the operator should exert a force not exceeding 500 N at the hand-wheel or hand-crank to apply or release the brake. The brake shall apply by the clockwise movement of the control, which shall have an effective minimum diameter of 400 mm.

c) The parking brake shall be accessible and operable from outside and from both sides of the machine.

d) Any fail-safe spring brake shall be provided with a mechanical control to release the brake.

e) A visual indication, interlocked with the brake rigging, to show that the parking brake is in the ‘OFF’ or ‘ON’ position shall be provided adjacent to all parking brake controls.

3.6 Windscreens and windows 3.6.1 The windscreen and forward-facing windows in the driving cab shall comply with

BS EN 14033-1:2011 clause 14.3.4.

3.6.2 Side windows shall comply with BS EN 14033-1:2011 clause 14.3.5.

3.7 Operating cabs and positions 3.7.1 Operators shall have a clear view of the work they are undertaking and if they

control the movement along the track, sufficient forward visibility, by direct line of sight or by the use of closed circuit television (CCTV), to be able to stop clear of any track obstruction. The ability to see forward shall therefore be matched to the maximum operational speed and braking characteristics of the on-track machine. The operating speed when using CCTV shall not exceed 16 km/h (10 mph). The limitation on speed in this mode shall be recorded on the Certificate of Engineering Acceptance.

3.7.2 Where it is not possible for the operator to achieve this visibility, then there shall be, additionally, a forward facing position on the machine where this visibility is obtained for a person to assist the operator in forward vision. There shall be controls at that position that will stop the movement of the machine and sound a warning.

3.8 Access and egress 3.8.1 All positions and other areas designed for carrying personnel shall be provided

with access and egress that does not give rise to undue risk as a result of using it.

3.8.2 Access to and egress from all driving and working positions shall be from both sides of the machine.

3.8.3 Access and egress from operating positions shall preferably be from both sides of the machine, or if access is only available from one side of the on-track machine,






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then the acceptance certification shall include the restriction that, when applicable, on that side of the machine the adjacent line shall either be closed to traffic or shall be under the control of the engineering supervisor for the machine.

3.8.4 Warning signs to warn personnel of the dangers from passing traffic (see 3.18.3), and a method of restricting egress from the side of the on-track machine open to traffic, shall be provided.

3.8.5 Where access / egress is only from one side of the machine, separate emergency egress by an alternative safe route shall be provided.

3.9 Gauging 3.9.1 Transit mode

3.9.1.1 The swept envelope of on-track machines in transiting mode is determined by the process set out in GM/RT2149. When an on-track machine is built to W6A gauge, as set out in GE/RT8073, it will become usable on the majority of routes from the point of view of gauge.

3.9.1.2 When the on-track machine is in the transit mode, any equipment capable of moving outside its normal swept envelope shall be stowed in a position within its swept envelope, and contained within its swept envelope in the event of its accidental operation.

3.9.1.3 All assemblies forming part of the on-track machine that are unpacked in order to allow the machine to work shall, in their stowed state, be secured by a minimum of two independent retention devices. All retention devices shall take into account the consequences of failure when subjected to foreseeable forces encountered as a result of their action. Where appropriate, risks shall be reduced by measures such as:

a) Over design of retention devices such as hooks, clevises, pins, chains etc

b) Use of fasteners incorporating high-strain energy and secondary locking

c) Installation of failure detection and warning devices.

3.9.1.4 Retention devices shall not rely on a power source to maintain their locking function. Wherever locking takes place, there shall be an indication of the locked state.

3.9.2 Operating and working mode 3.9.2.1 If the possible movement of the on-track machine in operating and working mode

exceeds the movements in transit mode, then the extent by which the swept envelope is exceeded shall be detailed on the Certificate of Engineering Acceptance, and the certificate shall record ‘This machine may be used with adjacent lines open to traffic only if a safe system of work to be adopted has taken account of swept envelope exceedance’.

3.9.2.2 If stops are fitted to limit such movements, then they shall conform to the requirements of 3.14.

3.10 Drawgear and buffers 3.10.1 Although on-track machines are excluded from the scope of GM/RT2100,

on-track machines that are designed to be hauled in train formation shall comply with the drawgear and buffing requirements of Part 8 of GM/RT2100 issue four.





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3.11 Operation of track circuits 3.11.1 All on-track machines that are permitted to self-propel outside possessions shall

actuate track circuits. The ability to actuate track circuits shall be determined by referring to the requirements set out in GM/RT2476. Where conformance with GM/RT2476 cannot be determined, then the on-track machine shall either be fitted with a track circuit actuator or be tested for its ability to operate track circuits and if found deficient fitted with a track circuit actuator. GM/RT2477 sets out the requirements for the testing of a on-track machine’s ability to operate track circuits and configuration of track circuit actuators. GM/GN2576 gives guidance on vehicle requirements for track circuit operation and on the use of track circuit actuators.

3.12 Operation of detonators 3.12.1 In transit or working mode, axles at either end of the on-track machine shall have

a minimum axle load of 2.5 tonnes to ensure operation of detonators. In operating mode it is permissible for additional axles associated with the functionality of the operating mode not to meet this requirement.

3.13 Cranes 3.13.1 Design characteristics

3.13.1.1 Cranes shall comply with the requirements of this document and BS 2573 Parts 1 and 2, or BS1757 or equivalent European Union National Standard.

3.13.2 Stability characteristics 3.13.2.1 The required crane stability shall be achieved without any clamping of the on-

track machine to the track. Crane stability characteristics shall be determined assuming that:

a) All tanks containing consumable fluids are in their least favourable condition for stability purposes

b) For bogied cranes, that not more than 50% of the total weight of the bogies, and for fixed frame cranes, that no more than 50% of the total weight of wheels and axles, is considered available for stability purposes for full slew duties. For over end operating conditions, all available counterbalancing weight may be used

c) For any particular load / radius configuration, whether operating blocked (with the suspension isolated) or free on rail, the safe load on the crane in the condition of tipping shall not be less than:

i) For SWL 0 to 4 tonnes, including 4 tonnes: either:

SWL + 2 tonnes,

or

stability is calculated and tested as set out in RIS-1530-PLT Issue 2 Part 8.

ii) For SWL 4 to 8 tonnes, including 8 tonnes: SWL + 50% SWL

iii) For SWL 8 to 12 tonnes, including 12 tonnes: SWL + 4 tonnes

iv) For SWL over 12 tonnes: SWL + 33.33% SWL.






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In addition to the above minimum requirements, the stability for operating free on rail shall be calculated in accordance with the formula given in BS 357, specification for power-driven travelling jib cranes (rail-mounted low carriage type) and the most conservative of the two stability values obtained shall be used.

d) Where cranes are required to travel whilst craning or supporting a load at any point of slew, the load on any wheel shall not be reduced to a point at which that wheel could derail whilst negotiating the worst track conditions (set out in 3.2.1).

e) Cranes shall be stable backwards under free on rail operating conditions - with the superstructure at any point of slew on track cants up to 200 mm, with the jib derricked in to its minimum working radius for that cant, with the block or other lifting attachments resting on the ground and with all tanks containing consumable fluids in their least favourable condition for stability purposes.

f) Cranes shall be stable backwards during erection under level track conditions - with the superstructure at right angles to the track, with the jib (or jibs) removed and with all tanks containing consumable fluids in their least favourable condition for stability purposes. Where cranes are not stable under these conditions, then a clear, indelible notice shall be fitted to indicate that the crane is unstable across track with jib removed.

3.13.3 Specific crane design requirements 3.13.3.1 Where practicable, cranes shall be designed such that no part of a front rotating

superstructure will prevent safe rotation of the crane with vehicles standing on an adjacent line. A minimum clearance of 1300 mm shall be maintained under worst conditions of use between the underside of a revolving superstructure and rail level, to enable the superstructure to slew over adjacent lineside structures.

3.13.3.2 The design shall provide a mechanical device for restraining the movement of the jib within the load gauge for transiting purposes.

3.13.3.3 Movement limiting devices acting as slew stops shall be fitted, capable of stopping the slewing action of the superstructure to one side of the centre line of the track at any one time. When such slew stops are not fitted, acceptance of the on-track machine shall state that the crane shall not be used with adjacent lines open to traffic, and shall be recorded as a limitation on the Certificate of Engineering Acceptance.

3.13.3.4 The gradient operating capabilities of cranes shall be defined, and a notice displayed in the crane cab indicating the safe limits.

3.14 Movement limiting devices 3.14.1 General

3.14.1.1 When the on-track machine is in working or operating mode and where any part of the machine, equipment and / or loads are to be prevented from going outside of the working gauge defined by the infrastructure owner, then suitable mechanical, hydraulic or electrical stops shall be fitted. These movement limiting devices shall comply with the requirements of 3.14.2, 3.14.3 or 3.14.4. When such movement limiting devices are not fitted, acceptance of the on-track machine shall state that the crane shall not be used with adjacent lines open to traffic, and shall be recorded as a limitation on the Certificate of Engineering Acceptance.





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3.14.2 Electric limiting devices 3.14.2.1 Safety switches acting as information-giving components shall fulfil the

requirements of EN 60947-5-1:1998 chapter 3.

3.14.2.2 As an alternative to the above safety switches, sensors or switches may be used under the following conditions:

a) They shall be duplicated. Systems using sensors or other types of switch shall either be self-verifying at start-up or shall have continuous monitoring of the signals from the sensors or switches for out-of-range conditions.

b) As an alternative to duplication of sensors and switches, an arrangement of a single sensor or switch may be used, provided there is a permanent monitoring of the plausibility of its signals by means of other sensors or switches not of the same safety device.

3.14.2.3 Any fault, including unacceptable differences in their signals, shall cause the system to fail to a safe condition (that is, stop the corresponding movement).

3.14.3 Hydraulic limiting devices 3.14.3.1 Hydraulic limiting devices shall be designed and installed to provide safety levels

equivalent to those for electrical safety devices.

3.14.3.2 Any credible hydraulic fault shall cause the system to fail to a safe condition (that is, stop the corresponding movement).

3.14.3.3 Pilot-operated control valves in these devices or systems, shall be so designed and installed that they fail to a safe condition (that is, stop the corresponding movement) in the event of power failure.

3.14.4 Mechanical limiting devices 3.14.4.1 These devices shall be strong enough to resist the foreseeable forces

encountered as a result of their action.

3.14.5 Overriding of limiting devices 3.14.5.1 Where an override is provided, there shall be a device, which shall incorporate

the use of a key, to force a deliberate action, from the operator, in order for the machine to exceed its normal envelope. When the machine is brought back within its normal envelope, the design must be such that the device will need to be operated again, in order to exceed the normal envelope again.

3.15 Recovery conditions 3.15.1 Immobilised or failed machines will be required to be coupled to a locomotive, or

other train, to enable the safe removal of the machine clear of the line. Except as stated below, it shall be possible (where not prevented by damage to the brake system) to release and apply the brakes of the combined train when the assisted machine is coupled to the assisting train or locomotive. Where this is not possible, the machine shall have a handbrake that can be operated from a position of safety when the machine is being towed.

3.15.2 If emergency towing involves the use of an emergency towbar, then it shall be carried on the machine and be readily fitted.

3.15.3 Provisions shall be made for machines to be returned to a safe driving condition in the event of a systems failure. All equipment required for the emergency stowage shall be supplied as part of the machine’s tool kit, together with suitable provision for it to be carried on the machine.






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3.16 Traction drive systems 3.16.1 If provided, the traction drive system shall be capable of moving the on-track

machine in both tare and gross laden conditions, independently of any external source of power, in a smooth and progressive manner between ‘creep’ and ‘full’ speed, without wheel spin, in normal adhesion conditions (µ = 0.1) on level track.

3.16.2 For those machines that are not allowed to self-propel outside possessions, there shall be either:

a) Preferably an automatic disconnection of the transmission and a latched indicator to show the disconnected state

or

b) A transmission that can be manually disconnected and lockable in both positions, indicated by an integral flag, to show whether the transmission is engaged or not.

3.16.3 Traction drive systems shall normally be arranged such that identical performance is obtainable in each direction.

3.16.4 Controls shall be arranged logically such that movement of the machine corresponds with the direction of movement of the controls. All controls shall be clearly marked as to their purpose. On machines operated from revolving superstructures, a method shall be provided to identify the direction of travel selected.

3.17 Setting up and packing away 3.17.1 It shall be possible to unpack and pack the on-track machine while remaining in a

position of safety. It is preferable to be able to perform this function from the cab, but if it has to be on the outside of the machine, then it shall be possible from either side.

3.18 Marking and safety signs 3.18.1 On-track machines that are permitted to self-propel outside possessions

3.18.1.1 On-track machines that are permitted to self-propel outside possessions shall be fitted with a notice(s), visible from each driving position, stating the following:

‘This machine actuates track circuits. It shall be used in accordance with GE/RT8000 (The Rule Book)’

or

If fitted with track circuit actuator(s) ‘This machine will activate track circuits with its track circuit actuator operative. It shall be used in accordance with GE/RT8000 (The Rule Book)’.

3.18.2 On-track machines that are not permitted to travel self-propelled outside possessions 3.18.2.1 On-track machines that are not permitted to travel self-propelled outside

possessions shall be fitted with a notice(s), visible from each operating position stating‘This machine is not permitted to travel self-propelled outside possessions’.

3.18.3 Operator safety 3.18.3.1 The following shall be displayed for operator safety: ‘Beware of trains’ (to be

available for positioning at all exits).





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3.18.3.2 Where the on-track machine has a craneage facility, crane gradient and cant restriction notices, and a notice stating ‘Crane Swings - Keep Clear’ (on both sides of the tail weights).

3.19 Audible warning devices 3.19.1 Where a siren warning system is to be fitted to warn of approaching trains, the

following requirements shall apply:

a) The siren system shall be a totally different note from any other warning system situated on the machine

b) The system shall give a warning to personnel on and at any position around the machine

c) The system shall be operable should the main power source have failed

d) The system shall be operable from positions on or around the machine from which a lookout can see the approach of trains and personnel he is warning

e) To ensure the control of the system is not confused with any other system, its controls shall be at least 300 mm from any other control

f) The system shall be fail-safe such that a failure of the system shall be indicated to the operators, and lookouts as appropriate, at each operating and driving position.

3.19.2 Self-propelled machines shall be fitted with horns to warn persons of machine movement whilst operating. These horns are in addition to those required in GM/RT2484. They shall be situated in such positions to give all-round audibility of 10 dBA in cabs and outside (measured at four positions all at 1 m from the sides of the machine, two at 4 m to the front and rear of the machine all at 1.8 m above rail level) greater than the machine noise at that position, with a minimum of 80 dBA. They shall be of a totally different note to any other horn situated on the machine and shall at all times sound together and be operable from all operating and driving positions.

3.20 Retention of components 3.20.1 For dynamic components, a device shall be provided to prevent the component

from falling to the track if it should become detached from its original fixing.

3.21 Fire prevention 3.21.1 Whilst the requirements of GM/RT2130 are applicable to on-track machines, self-

contained electrical power generation systems up to 5 kW capacity are not required to meet the fire detection requirements of 2.12.3 of GM/RT2130.

3.21.2 All driving, operating and personnel carrying positions shall be fitted with appropriate hand-held fire extinguishers.

3.22 Doors, door handles, steps, handrails and railings 3.22.1 Although on-track machines are excluded from the scope of GM/RT2100, doors,

door handles, steps, handrails and railings shall meet the requirements of 5.4 and 5.5 of GM/RT2100 issue four, and in addition the following shall apply:

a) The opening of cab doors shall not cause them to be out of gauge.






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b) It shall be possible to lock the doors to driving and operating positions externally and from the inside of cabs. When in the locked position it shall be possible to open the doors from the inside without the use of a key.

c) Side entrance doors with direct access from the track shall be operable from track level.

d) The construction and position of the door handles shall make fast escape possible, but they shall not open by accident.

e) Steps shall be constructed in such a fashion as to not retain liquids and not to allow any ‘slipping through’ of the person using the steps.

3.23 Protection from overhead line equipment (OLE) 3.23.1 Except as stated below, all fixed platforms or work surfaces designed for

personnel access under OLE equipment that are higher than 1.4 m above rail level, including all access and egress (normal and emergency) routes shall be covered by a metallic roof (which may be a fine mesh) or glass-reinforced plastic. Exceptionally, elevating work platforms which preclude the fitting of roofs, because of their intended use, shall be fitted with warning notices and display a notice forbidding use under live OLE, and methods of restricting access.

3.23.2 Additionally, if machines are to be operated or worked under live OLE, they shall be fitted with movement limiting devices (in accordance with 3.14) to prevent any component rising to a height greater than the maximum height of the swept envelope of the on-track machine.

3.24 Mobile elevating work platforms 3.24.1 On-track machines fitted with mobile elevating work platforms shall additionally

meet the provisions of BS EN 280. Where there is a conflict between this document and BS EN 280 the latter shall prevail.

3.25 Structural requirements 3.25.1 General requirements

3.25.1.1 The structures of the bodies and running gear of on-track machines shall be designed and maintained so that the safety of occupants is ensured as far as is practicable under both normal operating conditions and abnormal conditions such as derailments, heavy shunts and minor to medium collisions. In the event of a derailment, on-track machines in a train shall remain coupled and resist jack-knifing as far as is practicable. Should structural failure occur as a result of a collision or derailment the possibility of injury to people, both inside and outside the on-track machine, shall be minimised.

3.25.1.2 On-track machines shall meet the requirements of this document over the full range of variations in on-track machine condition that are likely to be experienced. Account shall be taken of tolerances in on-track machine dimensions and masses, variations and asymmetries in payload, normal variations in on-track machine maintenance condition and other relevant variables.

3.25.1.3 On-track machines shall be maintained so that the structural design integrity of the body and running gear structures, as well as that of the connections between the body and running gear, is sustained over the lives of the on-track machines.

3.25.1.4 Any structural damage shall be repaired in such a way that the structural design integrity is restored to the requirements of this document.





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3.25.1.5 The fatigue strength of bolted, riveted or welded structures shall be assessed on the basis of BS 7608 for steel structures and BS 8118 for aluminium alloy structures, or to equivalent international or national standards.

3.25.1.6 All items mounted on the on-track machines shall remain attached under normal operating conditions and, as far as is practicable, during collisions or derailments. Equipment and mountings shall be designed to take into account the risks and consequences of failure. Where appropriate, risks shall be reduced by measures such as the overdesign of mountings and attachments, the use of fasteners incorporating high strain energy, and the provision of emergency restraints.

3.25.2 Load factors 3.25.2.1 For calculation purposes, in order to allow for uncertainties associated with

methods of calculation and also for the consequences of failure, all proof loads defined in this document shall be multiplied by load factors set out in 3.25.2.2 and 3.25.2.3.

3.25.2.2 Proof load factor L1:

a) Where there is to be no experimental verification, L1 shall not be less than 1.15.

b) Where there is to be experimental verification, L1 may be reduced to 1.0.

The use of these factors is intended to ensure that, as far as is practicable, there is no significant permanent deformation.

3.25.2.3 Ultimate Load Factor L2 shall not be less than 1.5. The use of this factor is intended to ensure that, as far as is practicable, the structure does not fail catastrophically, for example by rupture or gross instability.

3.25.3 On-track machine bodies – proof loads - longitudinal loads 3.25.3.1 As far as is practicable, a body structure shall not collapse in an uncontrolled

manner as a result of high longitudinal loads encountered during rough shunts, and minor to medium collisions.

3.25.3.2 For vehicles carrying personnel or train crew, the ends shall resist, as far as is practicable, penetration by any object struck in a collision, for example, another rail vehicle, a road vehicle or a fixed lineside structure.

3.25.3.3 The end wall of the on-track machine body shall be strengthened to give the maximum practicable protection to the occupants during a collision. Suitable strengthening shall be provided, for example, by two collision pillars extending from floor level to cantrail height and situated at intermediate positions across the width of the body. For cab ends it is acceptable to terminate such pillars at the window sill and to provide, above the window sill, a single central pillar extending from the window sill to cantrail height.

3.25.3.4 The body structure shall withstand as proof loads the load cases set out below. The magnitudes of the forces are given in Table 6. In applying the following load cases, note that cases a) to i) shall be considered in combination with the body shell structure’s own weight. In cases e) to i) it is permissible to react the specified load at the opposite end of the on-track machine either at the same height and in the same manner as it is applied, or at the coupler position.

a) If buffers are fitted, a longitudinal compressive force applied to each end of the body at the buffer positions. For on-track machines fitted with buffers at one end only, the force shall be reacted at the coupler position at the other end.






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b) If the on-track machine is intended to be fitted with couplers which are capable of being loaded in compression, a longitudinal compressive force applied to each end of the body at the coupler positions.

c) A longitudinal tensile force applied to each end of the body at the coupler positions.

d) A longitudinal compressive force applied to the body at a level of 350 mm above the coupler centreline (or 150 mm above the level of the structural floor if this is higher).

e) A longitudinal compressive force applied to the body at any height from 350 mm above the coupler centreline to waist rail height. (For cab structure, read ’window sill‘ for ’waist rail‘). For a cab end, structural window sill(s) shall be provided which can withstand the above load distributed uniformly over the window sill length.

f) A longitudinal compressive force applied to the body at cantrail height.

g) A longitudinal compressive force applied to the body end at any point on each of the side-wall edges between the solebar and cantrail heights. This force may be applied simultaneously to both edges. Where the body is tapered the force shall be applied to the on-track machine side structure as far forward as practicable. This case applies also to the end walls of mid-positioned cabs.

h) A longitudinal compressive force applied at any point between the solebar and cantrail heights to the two vertical collision pillars, where present, (half the force per pillar). In the case of an end cab where there is just one central pillar above the window sill, the force shall be applied at any point on that pillar between the window sill and cantrail height (see 3.25.3.3).

z) A compressive force applied to each end of the body at diagonally opposite buffer positions where present.





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Load case (kN)

Note

a) Compressive force at buffer positions 1200 [1]

b) Compressive force at coupler positions 2000 [1]

c) Tensile force at coupler positions 1000 [2]

d) Compressive force at 350 mm above coupler level (or 150 mm above structural floor, if higher)

400 [3]

e) Compressive force at any height from 350 mm above coupler level to waist rail (or window sill) level

300 [3]

f) Compressive force at cant rail level 300 [3]

g) Compressive force at any point on each vertical edge of end wall

150 [4] [5]

h) Compressive force at any point on collision pillar(s) of end wall (equally

150 [5]

z) Compressive force at diagonally opposite buffer positions

500

Table 6 Longitudinal proof loads

Notes: [1] The compressive force is 1200 kN unless the on-track machines are

intended to be loose shunted, in which case 2000 kN load applies. If the on-track machine is not designed to be loose shunted, this shall be displayed on the outside of the on-track machine.

[2] Does not apply to on-track machines for which normal running is restricted to movements as a single unit or in limited formations of on-track machines. However, the tensile force capacity shall be sufficient to maintain safety during running of such limited formations and during rescue. For other on-track machines which are normally part of a fixed consist train, the tensile force is 1000 kN

[3] Not applicable to ends of on-track machine which are not accessible to people in transit mode.

[4] For on-track machines with mid-positioned cabs this force shall be applied to the vertical edges of the cab faces at both ends of the cab

[5] Does not apply to on-track machines having cabs that are never occupied when operating outside possessions.

3.25.4 On-track machine bodies – proof loads - vertical voads 3.25.4.1 The body structure shall withstand as proof loads the load cases set out below.

The magnitudes of the forces are shown in Table 7.






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j) A representatively distributed vertical load:

F = c1(M1 + M2)g

with the body supported at the secondary suspension reaction points, where

c1 = a dynamic factor, as shown in Table 7

g = acceleration due to gravity, 9.81 m/s²

M1= mass of body in working order, kg

M2 = payload as appropriate

k) A vertical load together with the compressive force as defined in 3.25.3.4 a) or 3.25.3.4 b). This applies when the body sags between the bogies under the action of the purely compressive force.

l) A vertical load together with the tensile force as defined in section 3.25.3.4 d). This applies when the body sags between the bogies under the action of the purely tensile force.

m) A vertical load equal to the mass of the on-track machine, complete with all equipment and supplies, supported at the lifting points, x 1.1 g (down).

n) A vertical load equal to the mass of the on-track machine, complete with all equipment and supplies, supported at the lifting points at one end and on the bogie at the other end, x 1.1 g (down).

w) Vertical shear force transferred at the coupler together with a transverse shear force.

y) Vertical shear force transferred at the anti-climb device together with a transverse shear force (where the coupler is not used as an anti-climb device).

Load case Note

j) Maximum operating load M1 = mass of body in working order M2 = payload

1.5(M1+M2)g

k) Vertical load and longitudinal compression on buffers/couplers

1.5(M1+M2)g vert. +2000kN long.

[1]

l) Vertical load and longitudinal tension on couplers

1.5(M1+M2)g vert. +1500kN long.

[2][4]

m) Lifting at all lifting points with bogies attached (Mb = mass of bogie)

1.1(M1+M2+2Mb)g [3]

n) Lifting at one end at lifting points, supported on bogie at other end

1.1(M1+M2+Mb)g [3]

w) Vertical shear force transferred at the coupler and a transverse shear force

100kN vert. +100kN. transverse

y) Vertical shear force transferred at the anti-climb device and a transverse shear force

100kN vert. +100kN. transverse

Table 7 Vertical proof loads





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Notes: [1] For on-track machines that are normally part of a fixed consist train, the

longitudinal compressive force shall be 1500 kN.

[2] For on-track machines that are normally part of a fixed consist train, the longitudinal tensile force shall be 1000 kN.

[3] Expressions for loads assume the body is mounted on two bogies; adjustments should be made for bodies mounted on more than two bogies, or on individual wheelsets.

[4] Does not apply to on-track machines for which normal running is restricted to movements as a single unit or in limited formations of on-track machines. However the coupler load capacity shall be sufficient to maintain safety during running of such limited formations and during rescue

3.25.5 On-track machine bodies – fatigue loads 3.25.5.1 A body structure shall have a fatigue life of not less than 107 cycles with a

probability of failure of not more than 2.5%, when subjected to the fatigue loads specified below. The loads are determined by acceleration factors, the magnitudes of which are shown in Table 8. Other fatigue load cases shall also be taken into account if considered relevant. Normally each load case shall be considered as acting separately and the damage from the individual cases shall be summed. Failure is classed as a structural defect which renders the on-track machine no longer safe for service operation.

p) A representatively distributed vertical load

Fz = (1 ± az)(M1+M3)g (Fz is positive in the downwards direction)

Where: M3 = payload

q) A representative distributed transverse load

Fy = ± ay(M1+M3)g

combined with a static vertical load of

Fz = (M1+M3)g

Acceleration Factor

ay 0.2

az 0.25

Table 8 On-track machine body fatigue load factor

3.25.6 Equipment attached to on-track machine bodies 3.25.6.1 Equipment and components mounted directly or indirectly to a on-track machine

body shall remain attached during normal operation and, as far as practicable, remain attached in the event of derailments, heavy shunts and minor to medium collisions.

3.25.6.2 The accelerations and forces prescribed in this section relate only to whole on-track machine body accelerations. Locally generated accelerations, forces and resonances acting within and on equipment are to be considered in addition.






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3.25.6.3 Equipment and their mountings shall withstand as proof loads the load cases defined below. The loads are determined by acceleration factors, the magnitudes of which are given in Table 9. The loads shall be assumed to occur simultaneously in any combination.

a) Longitudinal load Fx= ± Maxg

b) Transverse load Fy= ± Mayg

c) Vertical load Fz= M(1 ± az)g (This includes the effects of gravity)

where M = mass of the equipment.

Acceleration Factor

ax 3

ay 1

az 2

Table 9 Equipment proof load factor

3.25.6.4 Equipment and mountings shall have a fatigue life of not less than 107 cycles with a probability of failure of not more than 2.5%, when subjected to the fatigue loads specified below. The loads are determined by acceleration factors, the magnitudes of which are given in Table 10. Other fatigue loads shall be taken into account if considered relevant. Normally each load case shall be considered as acting separately and the damage from individual cases shall be summed. Failure is defined as a structural defect which renders the on-track machine no longer safe for service.

d) Longitudinal Fx = ± Maxg

e) Transverse Fy = ± Mayg

f) Vertical Fz = M(1 ± az)g (This includes the effects of gravity)

Acceleration Factor

ax 0.2

ay 0.3

az 0.3

Table 10 Equipment fatigue load factor

3.25.7 Missile protection 3.25.7.1 As far as is practicable, the occupants of on-track machines shall be protected

against the risk of injury which could result from the penetration into a on-track machine body by missiles such as stones and bricks.

3.25.7.2 All forward facing surfaces, except windscreens, of on-track machines occupied by people shall have sufficient impact strength to resist penetration into the on-track machine of a sharp-cornered hollow steel cube having sides of 70 mm to





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75 mm and a mass of 0.9 kg and travelling at twice the maximum operational speed of the on-track machine.

3.25.7.3 As far as is practicable, all roofs over areas likely to be occupied by people shall be sufficiently strong to resist the penetration into the on-track machine of a concrete cube weighing 100 kg dropped from a height of 3.0 m above the roof. The cube shall be dropped so that a flat surface hits the roof.

3.25.8 Obstacle deflectors 3.25.8.1 Obstacle deflectors shall be fitted as set out below with the aim of minimising the

risk of derailment in the event of a collision between the train and a large obstacle, such as an animal or car, on the track.

3.25.8.2 Obstacle deflectors shall be fitted to all leading on-track machines of trainsets with a maximum operational speed of 145 km/h (90 mph) and above, unless the axleload of the leading bogie is 170 kN or more, or if operation is exclusively on third-rail DC lines. For on-track machines with axleloads less than 170 kN which operate only on third-rail DC lines, obstacle deflectors shall be fitted if the maximum operating speed is greater than 160 km/h. Obstacle deflectors shall be mounted on the on-track machine body structure and not on bogies.

3.25.8.3 Where the maximum operational speed is greater than 160 km/h, the axleloads of the leading bogie of the leading on-track machine shall be at least 120 kN.

3.25.8.4 An obstacle deflector shall:

a) Be as wide as practicable within the on-track machine profile, extend as low as safely possible within the infrastructure clearances (GM/RT2149 mandates the clearances) and be angled symmetrically in plan about the on-track machine centreline to produce an included angle of 160°.

b) Be vertical in elevation. A concave forward face, symmetrical about a horizontal axis, is permissible.

c) Be able to resist as a proof load a static longitudinal force applied uniformly over the complete leading surface of the deflector of:

300kN for a maximum operating speed of 145 km/h



600kN for a maximum operating speed of 200 km/h (125 mph) and over.

d) Be able to resist as a proof load a static longitudinal force, applied at any position along its bottom edge (distributed over a distance of 500 mm) of:

300kN for a maximum operating speed of 145km/h



600kN for a maximum operating speed of 200km/h (125 mph) and over.

e) For on-track machines with a maximum operating speed of 200 km/h or less, be designed so that progressive collapse starts at a static longitudinal force, applied at any position along its bottom edge (distributed over a distance of






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500 mm) of at least the appropriate value in d) and continues with a force of 80% or more of this value over a longitudinal deflection of at least 150 mm.

f) For on-track machines with a maximum operating speed of greater than 200 km/h (125 mph) and less than or equal to 225 km/h, be designed so that progressive collapse starts at a static longitudinal force, applied at any position along its bottom edge (distributed over a distance of 500 mm) of at least the appropriate value in d) and continues so as to absorb at least 100 kJ over a longitudinal deflection of at least 150 mm.

g) Be designed so that, if it is permanently deformed by an impact, no part of it hall foul the infrastructure or running gear or interfere with the operational performance of the bogie.

3.25.8.5 The underneath of the on-track machine body, forward of the deflector, shall be designed to be smooth so as not to impede the flow or ejection of debris from the deflector.

3.25.9 Lifting and jacking points 3.25.9.1 Jacking / lifting points and adjacent structure shall be designed so that all forces

likely to be generated during jacking or lifting are safely transmitted. acking/lifting points and adjacent structure shall be designed and maintained to withstand without significant permanent deformation the loads expected under all likely jacking and lifting conditions. Account shall be taken of the maximum likely inclination of lifting slings or other lifting or jacking equipment.

3.25.9.2 The masses to be taken into account in the design of jacking / lifting points shall be the fully laden mass of the on-track machine body, complete with all equipment and supplies, excluding people, and including the mass of the bogies asset out in 3.25.9.3 and 3.25.9.4.

3.25.9.3 The jacking / lifting points and adjacent structures shall withstand as proof loads the load cases defined below:

a) Where there is no significant slack or flexibility in the bogie-body connections, a vertical load equal to the mass of the on-track machine body plus the mass of the bogies, all subject to an acceleration of 2 g

b) Where there is significant slack or flexibility in the bogie-body connections, a vertical load equal to the mass of the on-track machine body subject to an acceleration of 2 g

c) Where there is significant slack or flexibility in the bogie-body connections, a vertical load equal to the mass of the on-track machine body subject to an acceleration of 1g plus the mass of the bogies subject to an acceleration of 2 g.

3.25.9.4 The ultimate load factor, L2 for lifting shall not be less than 2.

3.25.10 Bogie structures 3.25.10.1 Bogie structures comprise the structural frame(s) of the bogie and items of

equipment and their attachments that are heavy enough to affect the dynamic behaviour of the bogie on which they are mounted. Bogie structures shall withstand without failure all forces likely to be encountered during normal operation. As far as is practicable, bogies shall remain attached to on-track machine bodies during a derailment or collision.





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3.25.10.2 Bogie structures shall withstand as proof loads the vertical forces imposed on them by the on-track machine body, as set out in 3.25.3. In addition bogie structures shall withstand as proof loads all extreme forces which may occur during their lives. Such forces may be encountered while running on the track, as a result of minor derailments at low speeds, or during lifting or jacking operations.

3.25.10.3 Bogie structures shall achieve their required fatigue life with a probability of failure of not more than 2.5%, when subjected to the forces associated with normal operation. Failure is classed as a structural defect which renders the on-track machine no longer safe for service operation.

3.25.10.4 In addition to inertia loading, bogie structures shall be designed so that they do not fail when subjected to the fatigue loads, associated with normal operation and originating from the on-track machine body. The definition of these loads will depend on the characteristics of the suspension.

3.25.10.5 Other fatigue cases shall also be taken into account if considered relevant. Normally each load case shall be considered as acting separately and the damage from the individual cases shall be summed. Load cases need only be considered to act in phase if appropriate supporting evidence is available.

3.25.10.6 The body-bogie attachments shall withstand as proof loads the following loads:

a) Longitudinal:

For on-track machines in rigidly coupled rakes:

Bogie mass subject to an acceleration of ±3g.

For all other on-track machines:

Bogie mass subject to an acceleration of ±5g.

The maximum body load at the secondary suspension shall be applied simultaneously.

b) Transverse:

Bogie mass or half the body fully laden mass, whichever is the greater, subjected to an acceleration of 1.1g.

c) Vertical:

A compressive load of the fully laden body mass subject to an acceleration of 2 g

and

A tensile load of the bogie mass subject to an acceleration of 2g.

3.25.11 Equipment attached to bogie frames 3.25.11.1 Items of equipment mounted on bogie frames shall remain attached during

normal operation and, as far as is practicable, remain attached in the event of derailments, heavy shunts and minor to medium collisions.






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3.25.11.2 Items of equipment and their mountings shall withstand as proof loads, the inertia forces associated with the following accelerations:

Vertical ± 20.0g

Transverse ± 3.0g

Longitudinal ± 5.0g

3.25.11.3 Items of equipment and their mountings shall have a fatigue life of not less than 107 cycles with a probability of failure of not more than 2.5%, under the inertia forces associated with the following accelerations:

Vertical ± 10.0g

Transverse ± 1.5g


3.25.11.4 The accelerations in 3.25.10.2 and 3.25.10.3 do not include the effects of locally generated accelerations, forces and resonances acting within and on equipment. Special provision shall be made to withstand such additional forces or means provided to avoid their occurrence.

3.25.12 Lifeguards 3.25.12.1 All leading bogies shall be fitted with lifeguards, as stipulated below, with the aim

of reducing as far as is practicable the risk of derailment due to impact by small obstacles on the rails.

3.25.12.2 A lifeguard shall:

a) Be made of a ductile material.

b) Be able to resist a sustained concentrated proof load of at least 20kN applied at its bottom edge horizontally and in a longitudinal direction towards the adjacent wheel. During deformation beyond the proof load, the lifeguard shall resist an ultimate load of at least 35 kN.

c) Be able to resist the proof load defined in b) combined with a transverse load, in either direction, of at least 10 kN.

d) Be designed so that, as the load in b) or c) is increased up to the maximum dynamic load that it can sustain during impact with the obstacle, it deforms plastically so as to maximise the amount of energy absorbed.

e) Be designed so that, during plastic deformation, it does not foul the track or running gear and that contact with the wheel tread, if it occurs, does not pose the risk of derailment.

f) Be designed so that, under the conditions described above, it remains securely attached to the bogie.

3.25.12.3 The bogie and the attachment of the lifeguard to the bogie shall not be damaged or suffer significant permanent deformation under the loads defined above.

3.25.12.4 If mounted on a bogie frame, the lifeguard and its attachment to the bogie frame shall be capable of withstanding the proof loads defined in 3.25.11.2.





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3.25.12.5 If mounted on a bogie frame, the lifeguard and its attachment to the bogie frame shall be capable of withstanding without failure the inertia forces associated with the fatigue accelerations defined in 3.25.11.3.

3.25.12.6 If mounted on an axlebox, the lifeguard and its attachment to the axlebox shall be capable of withstanding the proof loads defined in section 3.25.13.1.

3.25.12.7 If mounted on an axlebox, the lifeguard and its attachment to the axlebox shall be capable of withstanding without failure the inertia forces associated with the fatigue accelerations defined in 3.25.13.2.

3.25.13 Equipment attached to axleboxes 3.25.13.1 Items of equipment attached to axleboxes, together with their mountings, shall

withstand, as proof loads, the inertia forces associated with the following accelerations:

Vertical ± 50.0g

Transverse ± 5.0g


3.25.13.2 Items of equipment attached to axleboxes, together with their mountings, shall have a fatigue life of not less than 107 cycles with a probability of failure of not more than 2.5%, under the inertia forces associated with the following accelerations:

Vertical ± 25.0g

Transverse ± 3.0g

3.25.13.3 The accelerations in 3.25.13.1 and 3.25.13.2 do not include the effects of locally generated accelerations, forces and resonances acting within and on equipments. Special provision shall be made to withstand such additional forces or means provided to avoid their occurrence.

3.25.14 Generation of resistance to pressure pulses 3.25.14.1 On-track machines, with a maximum speed of greater than 80 mph, shall not

generate a peak to peak pressure pulse from any part of the on-track machine (including nose to nose connections), greater than 1.44 kPa (measured in the open air on a calm day at height of maximum body width on the side of a stationary train on a straight stretch of adjacent track).

3.25.14.2 Determination of the most likely maximum pressure loadings, including the transient pressure loadings caused by an on-track machine entering and passing through tunnels, shall be undertaken. These transient pressure loadings are affected by a train’s speed, length and aerodynamic characteristics and by the tunnel geometry. The on-track machine shall sustain such loadings without damage or significant permanent deformation.

3.25.15 Verification 3.25.15.1 The capability to withstand the prescribed loads shall be established by

calculations, by comparison with other on-track machines, by testing or by other means as appropriate.






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Part 4 Application of this document 4.1 Application - infrastructure managers

4.1.1 There are no requirements applicable to infrastructure managers.

4.2 Application - railway undertakings 4.2.1 Scope

4.2.1.1 The requirements of this document apply to all work that affects on-track machines, whether new or modified.

4.2.1.2 The requirements of this document apply to all new on-track machines.

4.2.1.3 Where it is known, or becomes known, that existing on-track machines do not comply with the requirements of this document [or part of document], action to bring them into compliance is required where on-track machines are being modified in the area covered by the scope of this document, the design shall be reviewed and where reasonably practicable brought into line with the requirements of this document.

4.2.2 Exclusions from scope 4.2.2.1 There are no exclusions from the scope specified in 4.2.1 for railway

undertakings.

4.2.3 General compliance date for railway undertakings 4.2.3.1 This Railway Group Standard comes into force and is to be complied with from

03 December 2011.

4.2.3.2 After the compliance dates or the date by which compliance is achieved if earlier, railway undertakings are to maintain compliance with the requirements set out in this Railway Group Standard. Where it is considered not reasonably practicable to comply with the requirements, authorisation not to comply should be sought in accordance with the Railway Group Standards Code.

4.2.4 Exceptions to general compliance date 4.2.4.1 There are no exceptions to the general compliance date specified in 4.2.3 for

railway undertakings.

4.3 Health and safety responsibilities 4.3.1 Users of documents published by RSSB are reminded of the need to consider

their own responsibilities to ensure health and safety at work and their own duties under health and safety legislation. RSSB does not warrant that compliance with all or any documents published by RSSB is sufficient in itself to ensure safe systems of work or operation or to satisfy such responsibilities or duties.





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Appendix A Track Twist Geometry

T

Φ2° Φ1°

Any other wheelset Outer wheelset

Datum rail level

Other rail profile

φ1º = Long wave length track twist angle between running rails = 1:300

φ2º = Short wavelength track twist angle between running rails = 1:150 T = Semi-span of short wavelength discontinuity - 6m

Note: The short wavelength discontinuity can occur at any position relative to the on-track

machine as the on-track machine moves over it.






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Appendix B General Method for Calculating Permissible Wheel Loads

B.1 Machines without wheel load control devices B.1.1 In working configuration the maximum wheel loads (Qmax) of the main wheels or

auxiliary wheels in relation to the diameter of the wheel and the rail material are to be fixed by the following formula:

with Vhead = 1.1 d = worn wheel diameter limit (mm).

σB = minimum resistance to tensile failure. (N/mm2).

B.1.2 The calculation of the vertical loads applied to the wheels shall take into account all the factors that can produce variations for example:

a) Due to the machine: excentricity of the centre of gravity torsionsal flexibility hysteresis of the suspension excentric load application of an eccentric force.

b) Due to the track: maximum cant maximum twist.

B.2 Machines with wheel load control devices B.2.1 For machines, notably railway cranes, of which the wheel loads shall be

controlled in different work configurations by means of a device (for example device for limiting of overturning moment) which prevents the maximum value of the wheel load being exceeded. Wheel loads shall accord with the following formula:

with Vhead = 1.1 d = worn wheel diameter limit (mm).

σB = minimum resistance to tensile failure. (N/mm2).

B.2.2 Reductions of the maximum load shall be applied when the working conditions are imprecise or difficult to determine, such as:

a) Lifting of the load from underneath b) Swinging movements of the load c) Indeterminate load caused by ground forces d) Overload due to unequal distribution of the load within the lifting tackle e) Oblique lifting of the load f) The load swinging to an unacceptable height





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Definitions Crane A rail-mounted, power-operated lifting machine capable of lifting, lowering or suspending loads at fixed or varying radii and specifically designed for use with railway operations, breakdown work or infrastructure maintenance and / or renewal.

Driving Moving the on-track machine self-propelled outside a possession.

On-track machine Any rail-mounted machine, whose primary function is for the renewal, maintenance, inspection or measurement of the infrastructure, meeting the requirements of this document and permitted by the Rule Book to be moved, either self-propelled or in train formation, outside a possession. This definition includes all vehicles classified as on-track machines in accordance with 6.4 of GM/RT2000 issue 2.

Operating The use of an on-track machine within a possession, including movements along the track and use of work elements.

Operating cab The place from where the on-track machine is operated.

Rail-mounted maintenance machine Any rail-mounted maintenance machine meeting the requirements of RIS-1530-PLT and not permitted by the Rule Book to be on tracked, off tracked or moved, either self-propelled or in train formation, outside a possession.

Road-rail vehicle A vehicle that can travel on the road and also travel on rail by virtue of a rail wheel guidance system under its own power meeting the requirements of RIS-1530-PLT. Such vehicles are not to be on tracked, off tracked or moved, outside a possession.

Transiting Movement of an on-track machine outside a possession, either self-propelled or hauled.

Working The use of an on-track machine to perform any of its permitted design tasks outside of a possession.






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References The Catalogue of Railway Group Standards and the Railway Group Standards CD-ROM give the current issue number and status of documents published by RSSB. This information is also available from www.rgsonline.co.uk.

Documents referenced in the text RGSC 01 The Railway Group Standards Code Railway Group Standards GE/RT8000 Rule Book GE/RT8006 Interface between Rail Vehicle Weights and Underline Bridges GE/RT8014 Hot Axle Bearing Detection GE/RT8015 Electromagnetic Compatibility between Railway Infrastructure and

Trains GE/RT8025 Electrical Protective Provisions for Electrified Lines GE/RT8030 Requirements for the Train Protection and Warning System (TPWS) GE/RT8035 Automatic Warning System (AWS) GE/RT8073 Requirements for the Application of Standard Vehicle Gauges GE/RT8080 Train Radio Systems for Voice and Related Messaging

Communications GE/RT8270 Assessment of Compatability of Rolling Stock and Infrastructure GM/RT2000 Engineering Acceptance of Rail Vehicles GM/RT2040 Calculation of Brake Force Data for Rolling Stock Library GM/RT2042 Braking System Requirements and Performance for Traction Units GM/RT2043 Braking System and Performance for Freight Trains GM/RT2045 Braking Principles for Rail Vehicles GM/RT2100 Requirements for Rail Vehicle Structures GM/RT2130 Vehicle Fire, Safety and Evacuation GM/RT2141 Resistance of Railway Vehicles to Derailment and Roll-Over GM/RT2142 Resistance of Railway Vehicles to Roll-Over in Gales GM/RT2149 Requirements for Defining and Maintaining the Size of Railway

Vehicles GM/RT2160 Environment Inside Railway Vehicles(Audibility of detonators) GM/RT2161 Requirements for Driving Cabs of Railway Vehicles GM/RT2176 Air Quality and Lighting Environment for Traincrew Inside Railway

Vehicles GM/RT2181 Overhead Line Equipment (O.L.E.) Warning Line on Traction and

Rolling Stock GM/RT2185 Train Safety Systems GM/RT2190 Compatibility Requirements for Rail Vehicle Couplings and

Interconnectors GM/RT2210 Identification of Rail Vehicles GM/RT2260 Design for Recovery of Rail Vehicles GM/RT2304 Equipotential Bonding of Rail Vehicles to Running Rail Potential GM/RT2307 Self Contained Electrical Power Supply Systems Fitted to

Infrastructure Support Vehicles GM/RT2459 Data to be Displayed on Rail Vehicles GM/RT2461 Sanding Equipment Fitted to Multiple Units and On-Track Machines





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GM/RT2466 Railway Wheelsets GM/RT2472 Data Recorders on Trains-Design Requirements GM/RT2476 On-Track Machine Requirements for Demonstarting the Reliable

Operation of Track Circuits GM/RT2477 Track Circuit Assister Configuration for Rail Vehicles GM/RT2483 Visibility Requirements for Trains GM/RT2484 Audibility Requirements for Trains GM/TT0088 Permissible Track Forces for Railway Vehicles RSSB documents GE/RC8514 Approved Code of Practice - Hot Axle Bearing Detection GM/GN2169 Combined Manual for AWS and TPWS Trainborne Equipment GM/GN2460 Guidance on Compliance with Noise and Vibration Legislation in the

Railway Environment GM/GN2575 Guidance on the Engineering Acceptance of On-Track Machines GM/GN2576 Guidance on Vehicle Requirements for Reliable Track Circuit

Operation GM/RC2494 Recommendations for Railway Wheelset Design GM/RC2495 Recommendations for Railway Wheelset Manufacture and Assembly GM/RC2496 Recommendations for Railway Wheelset Maintenance GM/RC2513 Commentary on Permissible Track Forces for Railway Vehicles GM/RC2514 Recommendations for Equipotential Bonding of Rail Vehicles to

Running Rail Potential GM/RC2515 Engineering Development of Rail Vehicles – Code of Practice GM/RC2530 Recommendations for Rail Vehicle Fire Safety GM/RC2532 Recommendations for Rail Vehicles Emergency & Safety Equipment GM/RC2533 Recommendations for Communication of Rail Vehicle Emergency &

Safety Information GM/RC2542 Recommendations for Determination of Aerodynamic Rolling Moment

Coefficient GM/RC2641 Recommendations for Vehicle Static Testing RIS-1530-PLT Rail Industry Standard for Engineering Acceptance of On-Track Plant

and Associated Equipment Other references BS 11 Specification for railway rails BS 357 Specification for power-driven travelling jib cranes (rail-mounted low

carriage type) BS 857 Specification for safety glass for land transport BS1757 Power-driven mobile cranes (lorry loader type cranes) BS 2573 Rules for the design of cranes: Part 1: Specification for classification,

stress calculations and design criteria for structures Rules for the design of cranes:Part 2: Specification for classification,

stress calculations and design of mechanisms BS 7608 Code of practice for fatigue design and assessment of steel structures BS 8118 Structural use of aluminium. Code of practice for design BS EN 280 Mobile elevating work platforms. Design calculations. Stability criteria.

Construction. Safety. Examinations and tests






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BS EN 14033-1:2011 Railway applications - Track - Railbound construction and maintenance machines - Part 1: Technical requirements for running

BS EN 60947-5-1:1998 (incorporating amendment No. 1) Specification for low voltage switchgear and control gear. Control circuit devices and switching elements. Electromechanical control circuit devices



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