Guidance Note: The Design and Construction of Freight Wagons

Uncontrolled When Printed
Document to be withdrawn as of 05/03/2011

To be superseded by GMGN2688 Iss 1 published onRailway
04/12/2010
Group Guidance Note
GM/GN2589
Issue One
Date April 2004
Guidance Note:
The Design and
Construction of
Freight Wagons
Synopsis
This document gives guidance on the
design of wagons to meet the
requirements of Railway Group
Standards. It also outlines the design
scrutiny process for wagons
incorporating previously used design
features.
Signatures
removed from electronic version
Submitted by
Vicki Austen
Acting Standards Project Manager
Authorised by
Anne E Blakeney
Acting Department Head
Railway Group Standards Management
This document is the property of Rail

Safety and Standards Board Limited. It
shall not be reproduced in whole or in
part without the written permission of the
Department Head of Railway Group
Standards, Rail Safety and Standards
Board.
Published by:
Rail Safety and Standards Board
Evergreen House
160 Euston Road
London NW1 2DX
Copyright 2004 Rail Safety and
Standards Board Limited

To be superseded by GMGN2688 Iss 1 published on 04/12/2010
This page has been left blank intentionally

Railway Group Guidance Note
Guidance Note: The Design and

Construction of Freight Wagons
GM/GN2589
Issue One
Date April 2004
Page 1 of 40
Contents
Section
Description
Page
Part A
A1
A2
A3
A4
A5
A6
Issue record
Implementation of this document
Responsibilities
Health and safety responsibilities
Technical content
Supply
Part B
B1
B2
B3
B4
B5
B6
B7
B8
B9
B10
B11
B12
B13
B14
B15
B16
B17
Purpose
Application of this document
Definitions and acronyms
Introduction
Size of wagons
Wheels and axles
Axleboxes
Springs and suspensions
Buffing and drawgear
Fittings on ends of wagons and clearances for operating staff
Braking
Structures
Load restraint
Curtain sides
Earthing
Wagon identification and marking
Wagons with on-board equipment
3
3
3
7
10
12
14
14
16
18
19
19
21
22
22
22
23
Route availability freight stock minimum dimensions

Check list for UK wagons
Check list for international wagons
Sample livery diagram
Width reduction calculations in accordance with data relating to W6A gauge
24
30
33
36
37
Appendices
A
B
C
D
E
References
RAIL SAFETY AND STANDARDS BOARD
2
2
2
2
2
2
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Issue One
Date April 2004
Page 2 of 40

Part A
A1 Issue record
Issue
One
Date
April 2004
Comments
Original document which replaces
GM/RC2519
This document will be updated when necessary by distribution of a complete

replacement.
A2 Implementation of
this document
The publication date of this document is 03 April 2004.
This document supersedes the following Code of Practice:
Railway
Group Code
of Practice
Issue
No.
Title
GN sections
superseded by
this document
Date(s) as of
which sections
are superseded
GM/RC2519
Code of
Practice
Design and
Construction
of Freight
Wagons
All sections
03 April 2004
(Whole
document
withdrawn as of
this date)
A3 Responsibilities
Railway Group Guidance Notes are non-mandatory documents providing helpful
information relating to the control of hazards and often set out a suggested
approach, which may be appropriate for Railway Group* members to follow.
* The Railway Group comprises Network Rail Infrastructure Ltd, Rail Safety and
Standards Board Limited, and the train and station operators who hold Railway
Safety Cases for operation on or related to infrastructure controlled by Network
Rail Infrastructure Ltd.
Network Rail Infrastructure Ltd is known as Network Rail.
Rail Safety and Standards Board Limited is known as RSSB.
A4 Health and safety

responsibilities
Each Railway Group member is reminded of the need to consider its own
responsibilities to ensure health and safety at work and its 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.
A5 Technical content
The technical content of this document has been approved by:
Haydn Peers, Principal Traction and Rolling Stock Engineer.
Enquires to be directed to RSSB Tel: 020 7904 7518 or e-mail
enquiries@rssb.co.uk.
A6 Supply
Controlled and uncontrolled copies of this document may be obtained from the
Industry Safety Liaison Dept, Rail Safety and Standards Board, Evergreen
House, 160 Euston Road, London NW1 2DX or e-mail enquiries@rssb.co.uk.
Railway Group Standards can also be viewed at www.rssb.co.uk.
2


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Part B
B1 Purpose
This document gives guidance on the design and acceptance of wagons
intended for use on Network Rail controlled infrastructure.
B2 Application of this
document
This document contains guidance which is applicable to the duty holders of the
train operator category of Railway Safety Case.
Specifically the contents of this document apply to the design of new, life
extended or modified wagons for operation on Network Rail controlled
infrastructure.
Wagons in international service should comply with UIC and RIV regulations.
International wagons operating predominantly within UK should additionally
comply with Railway Group Standards.
B3 Definitions and
acronyms
Acceptance testing
A series of tests to demonstrate conformance of rail vehicles with mandatory
requirements.
Conformance certification body
A qualified body with authority from Rail Safety and Standards Board to issue
certificates of conformance for rail vehicles on its behalf.
Certificate of authority to operate
Written notification by the infrastructure controller to a train operator of its
acceptance of successful completion of the route acceptance process. This
notification specifies the equipment, the equipment configuration, operational
requirements and limitations, route constraints and network factors within which
acceptance has been granted for network operations.
Certificate of conformance
The formal declaration by a conformance certification body that the rail vehicle
conforms to the relevant mandatory requirements within a specific area of
certification, that is to say by design, as constructed, or as planned to be
maintained.
Certificate of engineering acceptance
The formal declaration by a vehicle acceptance body (VAB) that the rail
vehicle(s) conform(s) to all the relevant mandatory requirements.
Cyclic top
Cyclic top is the term used to describe a series of regular dips in the vertical
alignment of one or both rails. They may not always be apparent visually
because other top irregularities may obscure the cyclic pattern. Cyclic
irregularities in track geometry have the potential, when combined with a
vehicles natural vertical response for a given speed and load, to cause a
derailment.
Design
All the detail, (including drawings, calculations, test results, materials, and
systems and component specifications) required to establish that a rail vehicle
and its component parts will meet the engineering and operational requirements
for system safety and safe interworking.

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Design scrutiny
The process of assessing a design to determine its conformance with the
mandatory requirements.
Engineering acceptance
The process whereby conformance of rail vehicles to the mandatory
requirements is confirmed and certificated.
Engineering change
A change to a rail vehicle, including control software, in the area of design,
construction or maintenance, which affects conformance to the mandatory
requirements.
Mandatory requirements
The requirements mandated in the Railway Group Standards listed in the current
catalogue of Railway Group Standards, including the additional engineering
acceptance list.
Modification
Engineering change to a rail vehicle that has the potential to affect a rail
vehicles conformance with the mandatory requirements.
Private Owner Circular Letters
Written engineering instructions as a means of communication between Network
Rail (formerly British Rail) and operators/owners of Private Wagon Registration
Agreement wagons. Private Owner Circular Letters is commonly abbreviated to
PO/CL.
RIV
Regolamento Internazionale Veicoli. International vehicle regulations in
association with UIC.
Railway Group member
Railway Group members (RGM) are infrastructure controller(s), train and station
operators who hold Railway Safety Cases for operation on, or related to, the
controlled infrastructure (as set out in The Railway Group Standards Code, Issue
1, January 2004) and Rail Safety and Standards Board.
Rolling Stock Library
The national central database of rail vehicle design and operational data, which
is maintained by the infrastructure controllers authorised agent.
Route acceptance
The process leading to acceptance by the infrastructure controller, and
formalised by the issue of a certificate of authority to operate. It confirms all
safety issues associated with the physical and operational characteristics of
specified rail vehicles (and their compatibility with the infrastructure on defined
routes) have been examined, and that the associated risks have been reduced
to a level which is as low as reasonably practicable (ALARP).
Route availability
The vertical static and dynamic loads of rail vehicles or the static load
characteristic of a rail vehicle type, expressed as a route availability (RA) number
as set out in GE/RT8006.
Route availability number
Route availability number is the number derived in accordance with the
provisions GE/RT8006 to express either of the following:
a)
the static load characteristics of a rail vehicle type
b)
the assessed capacity of an underline bridge or route in terms of its capacity

to carry the vertical static and dynamic loads due to different types of rail
vehicle.


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Swept envelope
A cross-sectional profile, taken at right angles to the track, enclosing all dynamic
movements, static deflections and overthrows of all points along the surface of
the vehicle, that can reasonably be expected to occur under the appropriate
range of operating conditions as it sweeps past a theoretical track location. A
family of swept envelopes is required to define a vehicles performance on a
route.
Technically competent authority
A company, or person, having proven competence in a particular technology or
process and being independent of the company requiring the services of the
technically competent authority.
UIC
Union Internationale des Chemins de Fer (International Union of Railways).
Vehicle acceptance body
A qualified body acting on behalf of Rail Safety and Standards Board with
authority to issue certificates of engineering acceptance for rail vehicles
operating or intended to operate on Network Rail controlled infrastructure.

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B4 Introduction
This document primarily gives guidance on the design of wagons to meet
Railway Group Standards, to operate on Network Rail controlled infrastructure,
and does not constitute a complete specification for any particular wagon. It is
intended as a reference to direct designers towards appropriate Railway Group
Standards and enable them to benefit from the accumulated best practice of
modern wagon design, which has been included in this Guidance Note. This
document also contains guidance for designers based on experience from
previous designs, but it is not intended to be a complete repository of all previous
design experiences.
This document gives guidance on the UK engineering acceptance process.
There are currently three potential acceptance processes:
a)
The current situation for vehicles that spend all or the predominant time in
the UK is that they are accredited by the engineering acceptance process.
b)
Wagons in international traffic are registered by RIV and have an

engineering acceptance certificate endorsed as such for the UK. Vehicles
that operate on only UK domestic journeys should be accredited by the
engineering acceptance process too, even if they are internationally
registered.
c)
In the future European Conventional Interoperability for freight vehicles will

describe a process for accreditation by a Notified Body.
B4.1 TSI Precedence

The Technical Specification for Interoperability (TSI) for Freight Wagons is due
to be published for consultation in April 2004. The Department for Transport has
published the draft Regulations on Conventional Interoperability. Once these
regulations are enacted and the TSI is published in the Official Journal of the
European Community (OJEC), it has the force of law in Great Britain for those
wagons within its scope. Once the TSI is published, the requirements it contains
will take precedence over Railway Group Standards (and other standards
mentioned in this Guidance Note). Where there is a conflict between a
requirement of the TSI and RGS, the TSI is to be complied with for wagons in
international traffic. However as currently written the TSI permits the building of
wagons for use solely within Great Britain to continue in accordance with the
national standards (or their subsequent replacements) identified in this Guidance
Note.
The TSI and associated Regulations on Conventional Interoperability will change
the process of vehicle acceptance and route acceptance approval process.
There will also be some new concepts introduced which enable some
components to be approved separately from the vehicle.
B4.2 Operation on Network Rail controlled infrastructure
Currently wagons can operate on Network Rail controlled infrastructure only after
compliance with Railway Group Standard GM/RT2000, which sets out the
requirements for the engineering acceptance of vehicles, note the impending
publication of TSI referred to in previous paragraph. Guidance on the
compliance arrangements within Railway Group Standards is set out in
GM/GN2561.
Early in the design phase the designer should consider if the vehicle is a freight
wagon or an on-track machine and hence needs to comply with GM/RT2400. A
definition is set out in GM/RT2000, but the designer is strongly advised to seek
guidance and reach agreement with a vehicle acceptance body (VAB).
The designer is reminded that if a non compliance or derogation is required
against an existing Railway Group Standard (using the process set out in The
Railway Group Standards Code, Issue 1, January 2004), the application to Rail
Safety and Standards Board is required to be made by a Railway Group member
holding the train operators Railway Safety Case for operation of that vehicle.
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Each application is considered by the Traction and Rolling Stock Subject

Committee, who approve or reject the application.
In addition vehicles are required to obtain route acceptance in accordance with
GE/RT8270. Railway Group Standard GE/RT8270 sets out details of the
procedure to be followed by operators when new wagons are to be introduced
onto the Network Rail controlled infrastructure; the procedure may also apply to
wagons which have undergone engineering change or when operation on new
routes is proposed. The designer is advised of the need for early consultation
with Network Rail in respect of route availability. Should any bridge assessment
studies or work be required to the structures to accommodate the wagons on the
proposed routes, such work is likely to be on the critical path for acceptance.
Users of this Guidance Note are advised to check the application of additional
Railway Group Standards by reference to the latest issue of the Catalogue of
Railway Group Standards.
B4.3 Compliance with UK health & safety legislation
It is emphasised that Railway Group Standards set out only the minimum
requirements for safe interworking and do not affect the responsibility of builders,
owners and operators of the wagons for the safe design, construction,
maintenance and use thereof. It is a requirement of GM/RT2468 that a whole
vehicle design risk assessment is carried out, and certificate issued by the
manufacturer, for the design against all UK health and safety legislation. There
is also an HMRI acceptance process in addition to the engineering acceptance
process set out in GM/RT2000 see Figure 1.

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Figure 1
Acceptance of railway vehicles
ORGANISATIONS
INVOLVED
Engineering acceptance process GM/RT2000
Certificates of conformance
Other route specific
and operational
vehicle issues
Vehicle
design
Vehicle
construction
Maintenance
Certificate of engineering acceptance
Certificate of technical
acceptance - optional
(see GE/RT8270)
Train operator or third party

and conformance certification
body

and vehicle acceptance body

and the infrastructure
controller
Route acceptance panel

(RSAB) certificate of
authority to operate
(see GE/RT8270)
HMRI approval of
vehicle (see Transport
& Works Act)

and the infrastructure
controller

and HMRI
Registration as
operational on RSL
(see GM/RT2453)
Train operator and Rolling

Stock Library
VEHICLE APPROVED FOR

OPERATION


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B4.4 Vehicle testing

To meet the requirements of the engineering acceptance process it may be
necessary to check conformance of the design with mandatory requirements by
acceptance testing, or validated simulation, as set out in GM/RT2000 and RSSB
Approved Code of Practice GM/RC2510. It is the appointed design conformance
certification body who decides what testing, and the level of testing that is
required.
B4.5 Design for maintenance
Designers should give consideration to future maintenance requirements in the
design of wagons. The maintenance requirements are reviewed as set out in
GM/RT2004.
B4.6 The design submission
The conformance certification body undertaking the scrutiny of the design is
required to certify that, the design has been scrutinised in accordance with
GM/RT2001 and that the design complies with the appropriate mandatory
requirements as defined by Railway Group Standards.
To assist designers in ensuring that they have considered all necessary
requirements check lists have been prepared (set out in Appendix B) for wagons
to operate predominantly on Network Rail controlled infrastructure, and Appendix
C for wagons in international traffic. (Note that both appendices B and C apply
to international wagons in predominantly domestic operation). It should be noted
that the checklists in these appendices are current at time of publication and will
not be updated unless this Guidance Note is amended.
B5 Size of wagons
B5.1 Overall dimensions
B5.1.1 Gauge
The requirements for the overall (gauge) dimension of wagons are set out in
Railway Group Standard GM/RT2149; additional guidance will be provided by
proposed Guidance Note GE/GN8573.
Appendix E sets out a worked example of gauge reductions for a bogie wagon
using the W6-A gauge, which is the common freight loading gauge. The use of
the W6-A gauge ensures optimum route access; however it should be noted that
certain locations are more restrictive than the W6-A gauge. It is possible to
operate wagons that exceed the W6-A gauge, but they could be subject to route
restriction. This could require further swept envelope calculations. Compliance
with a gauge is also to be taken into account with suspension displacements.
Design Guide BASS 501 sets out full details and guidance on the preparation of
swept envelopes.
Railway Group Standard GM/RT2149 makes it clear that the operation of a
wagon cannot commence until the kinematic considerations of the wagon have
been assessed for the intended route or routes over which the wagon is to
operate, although this does not necessarily require a swept envelope to be
produced. If a wagon is designed to W6-A gauge it will clear the swept envelope
requirements of route acceptance for the majority of routes. As a wagons
dimensions increase beyond W6-A more work is required to gain acceptance.
The underclearance requirements of the gauge should be considered at all
times. In this respect, bottom doors of empty wagons should clear the gauge
when in the open position, thus permitting wagons with defective door gear to
pass on Network Rail controlled infrastructure. Wagons that fail this requirement
should be lettered to show that the wagon is not permitted on Network Rail
controlled infrastructure when the doors are open.
The effect of vehicle body underframe deflection under load conditions giving the
worst deflections, minimum wheel diameter and worn suspension should also be
taken into account.

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B5.1.2 Mechanical handling and lineside equipment
Existing wagons, which interface with mechanical handling or lineside
equipment, for example merry-go-round trains, should conform,
additionally, to the requirements set out in CP-PM-2 and CP-PM-1
respectively.
Note that trackside equipment associated with mechanical handling may be
closer to gauge than normal and care should be taken to assess each location
the wagon is likely to be used. Particular attention is drawn to the possible
conflict between the underclearance requirements of W6-A and the
mechanical handling equipment gauge. Any advice concerning static
structures should be obtained from the infrastructure controller of the location.
B5.1.3 Route availability system
The route availability number allocated to a particular wagon is dependent
upon various factors such as axleload, wheel spacing, etc and determines
the lines over which the wagon may operate.
Railway Group Standard GE/RT8006 sets out the procedures to be observed
when assessing wagons for specific routes. In general, two-axle wagons and
wagons with two-axle bogies designed to the parameters set out in Appendix A
have been accepted with few or no restrictions, although it cannot be guaranteed
that compliance with Appendix A will achieve acceptance over a particular route.
In particular wagons with an axle loading in excess of 22.5 tonnes could have
operating speed restrictions applied which can have an impact on the availability
of suitable track access.
Early advice to Network Rail RSAB of the proposed design should elicit
comments that can then be considered in the design process.
B5.1.4 Maximum dimensions
The maximum dimensions set out in Appendix A for bogie wagons covering
overhang and inner wheelbase are those specified to avoid infringement of track
circuit and signalling requirements in GM/RT2149.
Care should be taken in designing long wheelbase 2-axle wagons in view of the
problems that they present in negotiating small radius track curves.
B5.1.5 Minimum dimensions
The minimum dimension of 4572 mm (15 0) for the wheelbase of 2-axle
wagons having axle loads of 20.5 t and above, set out in Appendix A, has been
found to result in riding problems on jointed track and the effects of cyclic top.
Careful selection of suspension is important for the design of a wagon having a
wheelbase that is a sub-multiple of rail lengths (normally 60 ft). Further guidance
is set out in Appendix A of this Guidance Note and in UIC pamphlet 530-2.
It is recommended that the ratio of wheelbase to length over buffers is not less
than 0.54. It has been found that the risk of derailment due to end loads
significantly increases with lower values.
B5.2.1 Derailment and roll-over
The combination of wheels and suspension, set out in sections B6 and B8 of this
document, should be designed to ensure acceptable resistance against flange
climbing derailment and against roll-over induced by overspeeding, as set out in
Railway Group Standard GM/RT2141.
The vehicle wheelset and suspension combination has to be designed to
withstand track twist to the limits set out in Railway Group Standard GM/RT2141.
B5.2.2 Stability in extreme winds
Railway Group Standard GM/RT2142 sets out the requirements to resist the
overturning of railway vehicles in extreme wind conditions. Consideration should
be given to keeping the centre of gravity as low as possible.
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B5.3 Exterior design

The designer should consider the potential damage caused to other vehicles in
the event of a collision. Where possible sharp edges and rigid protrusions
should be avoided, although this is not a mandated requirement.
B6 Wheels and axles

B6.1 General
The requirements for the design and manufacture of wheels and axles are set
out in the following Railway Group Standards:
GM/RT2466
GM/RT2470
GM/TT0088
Railway Wheelsets
Wheelset Supplier Qualification
Permissible Track Forces
Additional guidance to these standards is given in the following documents:

GM/RC2513
GM/RC2566
Commentary on Permissible Track Forces

Recommendations for Railway Wheelsets
B6.2 Permissible axleloads and wheel diameter

The relationships between axleload and wheel diameter that have been
previously accepted are set out in Appendix A. Alternative relationships
are acceptable provided that compliance with the requirements set out
in GM/TT0088 can be demonstrated. Where the vehicle is not fully compliant
with the requirements of GM/TT0088, then the details set out in GE/RT8270
require that the vehicle should undergo route acceptance.
It is possible to obtain derogations from these standards; the process is set out
in the Railway Group Standards Code, Issue 1, January 2004. Derogations have
previously been granted in respect of wheel diameter and axleload, but it should
be noted that the train operator will have to apply for a new derogation for each
new design.
B6.3 Journal size
The journal size should be designed to suit for each application. As a guide the
following journal size and load have previously been successfully used:
Journal diameter
120 mm
130 mm x 217 mm long Type A
130 mm x 191 mm long Type B
140 mm
150 mm
Load on rail/axle
18 t
20.5 t
22.5 t
23 t
25.4 t
B6.4 Inboard bearings

If inboard bearings are considered it should be noted that this will increase the
size of bearing, see document TM/TC0001 'Design Guide for the Calculation of
Stresses in Axles with Inboard Journals, Issue 1, Revision A, August 1990.
Where inboard bearings are used in a vehicle design they will not be visible to
existing trackside hot axle box detectors, see B7.2, and an alternative means of
bearing temperature monitoring should be provided.
B6.5 Track circuit actuation
To ensure satisfactory operation of track circuits, wagon wheelsets should
provide an electrically conductive path between wheel treads. Whilst stationary,
when new, the maximum dc resistance allowed is 10 m, as set out in
GM/RT2466.
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B6.6 Wheel tread profiles
B6.6.1 Selection
The application of the appropriate wheel tread profile is essential to ensure
satisfactory ride performance with the chosen suspension arrangement. Wheel
tread profiles approved for operation on the Network Rail controlled
infrastructure are defined in GM/RT2466.
To assist in selection of the most suitable tread profile for a suspension
arrangement a list of the typical applications of the approved tread profiles is set
out in section B6.6.2.
The suitability of a tread profile and suspension arrangement combination on a
vehicle can be demonstrated by a dynamic study. Guidance on the suitability of
tread profiles can be obtained from a Technically Competent Authority.
B6.6.2 Wheel tread profiles appropriate to wagon and suspension types
Historically the following combinations of profile and suspension type have been
found to give satisfactory performance.
12
Profile
Ident
Description
Example Applications
P1
The 1 in 20 coning of the P1

profile is required to ensure the
lateral stability of the older types
of wagon with simple
suspensions.
The use of this profile on new

designs is now discouraged,
because modern profiles result in
better ride quality.
P5
The P5 profile, with a 60 flange

angle and a thicker flange, when
compared with the P6 profile,
gives a reduced wheelset/track
lateral clearance which has been
found to promote improved lateral
ride.
Wagons fitted with Y25 type

bogies and derivatives of this
bogie, for example FBT6, Y33
etc, also the AM3 bogie has used
this profile successfully.
P6
The flange of the P6 profile

incorporates a 68 flange angle,
important on torsionally stiff
wagons with positively located
wheelsets. Use of the 68 flange
means that a higher
lateral/vertical wheel force ratio
can be sustained before flange
climbing occurs. The problem of
poor lateral ride quality found
when this profile has been used
with certain types of suspension
has prevented its widespread
use.
This profile was extensively used

in the past for wagons up to
60 mph. For bogie wagons,
which operate at speeds in
excess of 60 mph, the use of P5
profiles is recommended.
P8
The P8 profile has a worn

(hollow) tread in addition to a
worn flange (68) and thus
during service the profile changes
shape very little. This profile with
suitable wheelset yaw stiffness,
ensures good curving
performance with a resultant
reduction in flange wear on large
and medium radius curves and
also gives vehicle stability over
very high mileage when applied
to appropriate suspension types.
New suspensions specially

designed to accept high conicity
wheel tread profiles, for example
25.4 t axleload taperleaf and
cross-braced bogies. LTF and
TF25 bogies.


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Profile
Ident
Description
Example Applications
P10
The P10 profile is derived from

the standard UIC profile
detailed in leaflet 510-2. It has
a thick flange combined with a
70 flange angle.
2-axle and bogie wagons in

international traffic having a
wheel diameter in the range
760 mm - 1000 mm. Also as an
alternative to P5 for Y25 type
bogies in domestic traffic only.
Modified version of P10 profile

with larger flanges, to assist
negotiation of obtuse crossings.
UIC profile used by vehicles with

small wheel diameters, that is to
say below 760 mm.
S1002SW
B6.6.3 Application of profiles

All the wheels on a vehicle should have the same profile.
Note: Where a change from any other profile type to P5/P10 is required, it
should be noted that to turn this profile from any other type requires a large
amount of metal removal.
B6.6.4 Identification of profiles on vehicles
The appropriate profile identification should be painted on the solebar of 2-axle
wagons and on the bogie frame of bogie wagons as set out in Appendix D.
B7 Axleboxes
B7.1 Bearings
New wagons should be fitted with roller bearing axleboxes or cartridge bearing
units with cast steel adaptors, which should be those that have already proven to
be satisfactory in service, or are acceptable to the conformance certification
body.
When using cartridge bearing units on two-axle wagons with laminated or
parabolic spring suspensions, experience has shown that use of adaptors with a
full bore feature, providing a close fit around the outside of cartridges, minimises
incorrect bearing loadings from whatever source. Consideration should be given
to prevention of corrosion by water ingress of full bore adaptors.
B7.2 Hot axle bearing detection
Wagons should be designed to permit the requirements set out in GE/RT8014
for hot axlebox detectors to view specific areas of the bearing and journal. On
board detection will be required if the detectors cannot view the specified areas.
The vehicle design should include shielding if hot cargoes are being carried, to
prevent spurious hot axlebox detector activation.
B8 Springs and
suspensions
B8.1 Coil springs
B8.1.1 Design
It has been found that satisfactory results are obtained when coil springs are
designed to BS Specification 1726 Part 1 1964 - Design and Specification of Coil
Springs. There is also a European standard, EN13906-1 (formerly DIN 2089-1)
Cylindrical helical springs made from round wire and bar - Calculation and
design Part 1: Compression Springs.
B8.1.2 Manufacture
Guidance for the manufacture of springs is set out in BR Specification 151.
B8.1.3 Material
The use of steel to BS EN 10089:2002 has been found to give satisfactory
performance.
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B8.1.4 Dynamic load range
To allow for dynamic displacement caused by track irregularities, the springs
should be designed to cater for full load 30%, and 50% in tare.
B8.2 Laminated springs
B8.2.1 Design
Laminated bearing springs designed in accordance with BR Report P9 have
previously been accepted, but their use now is not recommended because of the
superior performance of coil springs.
B8.3 Parabolic taperleaf springs
B8.3.1 Design
Although, like laminated springs, the use of parabolic taperleaf springs is not
now recommended, if parabolic taperleaf springs are used, special attention
should be paid to the bump stop clearance to avoid overstressing the spring. If
they are used then careful attention should be given to friction augmentation to
damping, problems have been encountered with non-clamped friction augment
devices. Parabolic taperleaf springs should only be purchased from well
established suppliers as early failure of spring leaves has occurred on some
parabolic springs.
B8.3.2 Minimum tare when new
To mitigate against the risk of derailment, it has been found that the minimum
tare weight of a 2-axle wagon fitted with parabolic springs and hydraulic
buffers should be 10.5 t.
B8.4 Suspension
At the present time the Office of the Rail Regulator sets the track access
charges. A proportion of the charge is levied in accordance with the perceived
track damage a vehicle may cause. This has been based on the following
parameters that affect the level of vertical force imparted into the track:
a)
b)
c)
d)
e)
unsprung mass
vertical forces generated from the general ride of the vehicle
axleload
dirt factor (for example coal spillage)
speed.
In the usage charge formulae produced by the Office of the Rail Regulator the
vertical forces component, shown in b) above, is called the rolling stock factor,
and this depends on suspension type. The charges against the generic
suspension types used are spread across seven bands as shown below:
Band 1
4 wheel wagon with pedestal suspension
Band 2
4 wheel wagon having leaf springs and friction damping
Band 3
Bogie wagon with three piece bogie
Band 4
4 wheel wagon with parabolic springs, and bogie wagon with

enhanced three piece bogie for example swing motion
Band 5
Bogie wagon with primary springs for example Y25
Band 6
Bogie wagon with enhanced primary springs for example LTF,

TF25 and Axlemotion bogies
Band 7
Bogie wagon with enhanced primary springs and steering
Band 1 attracts the highest cost and band 7 the lowest. The spread of cost
across the seven bands is 20%.
Up-to-date information and freight usage charge formulae can be found on the
website of the Office of the Rail Regulator.
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B8.4.1 Bogie suspension design

Some guidance on bogie position and axle weights is given in Appendix A of this
document. Figure A2 of that appendix sets out some maximum and minimum
dimensions. Figure A3 sets out some worked examples of compliant and noncompliant static wheel loads and minimum wheel diameters derived in
accordance with the requirements set out in GM/TT0088.
Attention is drawn to the need to provide a means to lubricate the contact faces
of centre pivot castings where there is metal to metal contact. The lubrication of
non-metallic centre pivot liners should be prevented.
B8.4.2 Bogie suspension movement
Care should be taken to ensure suitable clearances for bogie rotation and pitch.
This is a route acceptance issue, as set out in GE/RT8270, but a pitch allowance
of between 1.5 o and 3 o is normal. The designer should calculate the clearance
of moving parts for the minimum curve likely to be encountered and it has been
found beneficial to then add 6 mm clearance.
The design should ensure that mechanical, pneumatic or electrical connections
between body and bogie do not foul or restrict bogie movement.
B8.4.3 Existing two axle suspension designs
Industry experience has shown that new designs of two-axle wagon suspensions
are unlikely to achieve 60 mph running due to stability issues, and their use is
discouraged. It should be noted that there is no known design that complies to
current Railway Group Standards.
Designers should be aware that two-axle wagons with stiff suspensions are
known to react adversely with cyclic top track conditions.
B8.4.4 Two axle suspension axleguards
The lateral stiffness of the axleguard assembly is important for the correct
functioning of many 2-axle wagon suspensions. UIC leaflet 517 sets out design
criteria.
B9 Buffing and
drawgear
The requirements for coupling systems are set out in Railway Group Standard
GM/RT2190. Typical arrangements of mechanical coupling systems are set out
in Code of Practice GM/RC2509, which will be replaced by GM/GN2690.
B9.1 Buffers
B9.1.1 Type
It has been found that the use of hydraulic buffers provides improved protection
to vehicles and contents, and confers an improved ability to propel the wagons
safely around curves, when compared with other buffer types. To prevent
damage from the commodity being carried, care should be taken in the
application of certain buffer types where they will be exposed to an abrasive
environment.
B9.1.2 Head size
The attention of designers is drawn to the importance of ensuring that buffer
heads are of a sufficient size to enable safe negotiation of the following track
geometry:
a)
straight track to 75 m radius - no transition
b)
continuous curve of 75 m radius
c)
reverse (S) curve of 120 m radius with 3 m intermediate straight.
The above should apply with screw couplings adjusted such that the buffer faces
are just in contact with the vehicle on straight and level track or with the
Instanter coupling in the short position.
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UIC leaflet 527-1 sets out a method for assessing buffer head size, and
guidance for reverse curve layouts set out in UIC leaflet 530-2. However, it
should be noted that 75 mm is considered to be the minimum desirable overlap
to prevent buffer locking.
As part of the route acceptance process set out in GE/RT8270,
consideration will be given to wagons having dimensions that result in only
being capable of negotiating larger radius curves. In such instances the
applicable radius for continuous curve negotiation should be marked on the
wagon.
B9.1.3 Energy absorption
Buffers are selected on their ability to absorb kinetic energy (KE) and differing
buffer designs have been developed for wagons of differing commodities,
longitudinal strength and gross laden weight (GLW).
Experience has indicated that KE absorption values of 40 kJ and 80 kJ applied
to wagons of 51 t and 102 t GLW respectively have provided protection with
conventional train formations. However, designers should satisfy themselves
that these values will provide sufficient protection for the planned mode of
operation of the wagons, particularly in long, heavy trains. It can be assumed
that the wagon and load together absorb 25% of the KE.
B9.1.4 Buffer heights
The maximum and minimum allowable buffer heights are set out in GM/RT2190.
The maximum height should be taken in tare condition with new wheels, and
minimum height with wagon laden and minimum size wheels.
The suggested target buffer height for new wagons is 1054 mm, to permit the
upward adjustment which is sometimes necessary, and allows for some
suspension settlement. Wagons intended for light payloads or which have a
limited tare to laden deflection could be set at a lower new height provided that
the fully worn laden height does not fall below the 940 mm minimum.
B9.2 Drawgear
B9.2.1 Typical assemblies
The range of standard designs is set out in the appendices of the RSSB
Approved Code of Practice GM/RC2509 (to be superseded by GM/GN2690).
Greater detail is shown in the following drawings:
C1-S-9006276
C1-A0-9006687
F-A0-8892
F-S-12338
B1-C0-9029821
B1-C0-9029843
B1-C0-9029844
- Swivel type 620 mm buffer projection

- Swivel type 520 mm buffer projection
- Rigid drawgear using BR screw couplings
- Rigid drawgear using instanter couplings
- Couplings
- Hooks
- Draw springs
B9.2.2 Couplings for 56 t traction load

The couplings listed below have been found to give satisfactory results in a
56 t traction application.
C1-A2-9000275 - International screw coupling, rated at 56 t - It should be noted
that the standard UIC screw coupling does not meet the
56 t traction load
F-A0-13970
- BR screw coupling
B9.2.3 Auto couplers
The only centre couplers previously accepted by BR are AAR approved designs
with Type E and F heads. These incorporate safety features to prevent coupler
disengagement in the event of derailment or a pull-out. In the event of a
derailment, the vehicles tend to remain upright and in line.
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When selecting the new wagon coupler height and knuckle size the designer
should be mindful of other vehicles to which the wagon may be required to be
coupled. The knuckle size selected should allow for adequate overlap in all load
and height conditions likely to be encountered.
Designers should be aware of the effect on coupler engagement of large
suspension displacements. It has been found that the fitment of lower shelf
brackets is helpful in preventing inadvertent uncoupling.
Swinghead, rather than drophead, couplings assist in improving manual
handling. The swinghead should swing to the left (when viewed from the front),
and should be capable of locking in either position. The uncoupling mechanism,
if only mounted on one side, should be on the left-hand side.
B10 Fittings on ends of

wagons and clearances
for operating staff
B10.1 Lamp bracket
In order to comply with the requirement set out in GM/RT2180 to show a red tail
light, any wagon that can be formed as the last wagon in a train should be fitted
with a lamp bracket. An acceptable design is shown in UIC leaflet 532.
B10.2 Clearance for operating staff
B10.2.1 Berne rectangle
Clearances for operating staff to couple and uncouple should be provided. It is
recommended that compliance with UIC leaflet 521 is achieved, even though it is
not mandated for UK domestic wagons. UIC leaflet 521 gives full details of the
clearance requirements, commonly known as the Berne rectangle.
B10.2.2 Restricted clearance
Where 520 mm projection buffers are used it is known that brake couplings and
hoses project into the space described in clause B10.2.1. Swinghead couplings
also infringe the Berne rectangle on one side.
B10.3 Overhanging superstructure
B10.3.1 General principles
Wagon bodies and superstructure could, subject to the provisions of
clause B10.2.1, project beyond the headstock. To prevent contact between
adjacent vehicles, they should not project beyond the vertical line through the
face of the buffers when compressed with the wagon standing on an incline
of 3 30, and the adjacent vehicle is on straight and level track. These
principles should also be observed when the wagons are standing on level
track and on the minimum lateral curve specified for the vehicles.
B10.3.2 Specific exceptions
Recesses in the ends of wagons designed to accommodate projections on
adjacent wagons are acceptable only if the wagons are permanently coupled as
a single unit.
Excessive overhang is acceptable, but only if permanently coupled to a suitable
match wagon.
B10.4 Access ladders
Access ladders fitted to wagons should wherever possible comply with
BS4211: 1994 Class A or B.
Cross platforms at a height of more than 1400 mm above rail level, and intended
to be accessed while the wagon is under overhead electric wires, should have a
protective canopy. Safety considerations may dictate that cross platforms
positioned lower than 1400 mm or not normally intended to be used under
overhead electric wires may still require a canopy because of the operational
activity.
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B10.5 Air isolating cock and connections
B10.5.1 Position
The position of air isolating cocks and connections at headstocks should be as
shown on the following drawings:
a)
C1-A0-9001687
- for 2 pipe brake system
b)
C1-A1-9016094
- for 1 pipe brake system
B10.5.2 Through air pipe wagons

Wagons having only a through air pipe should have the cock positioned as set
out in clause B10.5.1 b). Note that Railway Group Standard GM/RT2045
requires that all new vehicles are fitted with a power brake.
B10.5.3 Colour coding
The colour of vehicle end air couplings should be:
Valve & handle
Coupling head
a)
Train brake pipe
RED
RED
b)
Air reservoir pipe
YELLOW
YELLOW
c)
Through air pipe
WHITE
RED
B11 Braking
B11.1 Braking policy
The braking policy for freight wagons is set out in Railway Group Standard
GM/RT2045. The Freight Technical Committee business standard 001 (which
replaces the former British Rail document MT227) gives further guidance and
brake test procedures.
B11.2 Braking performance and system requirements
B11.2.1 Performance
Railway Group Standard GM/RT2043 sets out the requirements for the braking
system and performance for freight vehicles running solely within UK. For
international wagons the more onerous requirements of UIC 544-1 should be
met.
B11.2.2 Brake force
GM/RT2040 sets out how the standard value of brake force data should be
calculated for inclusion in the Rolling Stock Library database.
B11.2.3 Parking brake
The parking/hand brake wheel should apply the brake with the minimum of turns,
consistent with the design of vehicle. It is beneficial that the wheel should take
approximately 10 to 15 turns from being released to an application (sufficient to
hold laden vehicle on a 1 in 40 incline) using reasonable force to the wheel.
Depending on the design of brake applied, a reasonable force could be
considered to be 500 N.
The parking brake application should be maintained during loading and
unloading of the wagon.
B12 Structures
B12.1 Proof and fatigue loads
Railway Group Standard GM/RT2100 sets out the structural requirements for
wagon bodies, underframe and superstructure, and bogies. Guidance Note
GM/GN2560 sets out guidance on structural requirements. Designers should note
that UIC wagons do not meet the requirements of GM/RT2100 due to lateral
fatigue issues.
Specific requirements for the tanks of tank wagons are set out in Railway Group
Standard GM/RT2101.
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B12.2 Finite element analysis

Designers are recommended that, to demonstrate compliance to Railway Group
Standard GM/RT2100, a finite element analysis should be undertaken. In the
case of modifications the analysis should include as much of the vehicle
structure as necessary to be assured that the modification is not increasing
stress levels above the acceptance limits in adjacent areas.
B12.3 Jacking and lifting
The strength requirements for jacking and lifting points are set out in Railway
Group Standard GM/RT2100.
B12.4 Recovery after accidents
Requirements for the design of wagon structures to enable safe recovery after
accidents are set out in Railway Group Standard GM/RT2260.
B12.5 Door, floor and side wall proof load cases
B12.5.1 Side wall loads
Wagon side walls should be designed to accept an internal loading of 0.4 g, the
load being distributed over the full fixed wall area.
B12.5.2 Doors
Wagon doors should be designed to withstand the load case shown below:
B12.5.2.1 Door areas of wagon sides (two leaved doors)
With the door in position and locked, a transverse force simulating the shifting of
the load should be applied at the centre of each door leaf and over an area of
2
1 m , simultaneously applied on each leaf, increasing loads up to 8 kN.
No significant permanent deformation or deterioration in elements of the door or
its securing / rolling / sliding / guiding gear should be permitted.
B12.5.2.2 Full length side doors (sliding walls)
With the sliding doors in the closed position a transverse force simulating the
shifting of the load should be applied to each of the doors in the following
manner:
a)
20 kN force uniformly distributed over a square surface of 1m side length

situated in the centre of the door.
b)
20 kN force uniformly distributed over a rectangular surface area equal to

the length of the door with a width of 1.2 m situated immediately above the
top surface of the floor.
No significant permanent deformation or deterioration in elements of the door or

its securing / rolling / sliding / guiding gear should be permitted.
B12.5.2.3 Hopper doors
Hopper doors should be fitted with primary and secondary locking systems to
prevent a single point failure causing doors to open. Pneumatically powered
doors may be supplied with air from the wagons air reservoir pipe provided that
it does not affect the wagon braking performance.
B12.5.3 Internal load restraints
In those cases where the above loads produce deflections of the door or wall,
the magnitude of which causes gauge infringement, internal load restraints
should be fitted and used.
B12.5.4 Floors
Floors should be designed to be suitable for the purpose intended. Floor loading
specifications and tests can be found in the following documents:
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BS3951-2.1 : 1991
ERRI DT 135 (B 12) section A.3 (currently shown only available in French and
German)
Consideration should be given during floor design to the additional fork lift truck
loadings, which have been known to cause problems.
B13 Load restraint

B13.1 Containers and swap bodies
B13.1.1 Twist locks
The location of Twist locks is given in the latest issue of UIC 571-4, at time of
publication.
a)
Fatigue loadings
The location devices and associated mountings should be capable of
withstanding fatigue loads resulting from the application of the following
accelerations, applied to the maximum gross weight load unit capable of being
conveyed. The derived load should to be applied at the base plane of the load
unit, when restrained by the quantity of Twist locks indicated, these being
assumed to share the load evenly:
i)
In longitudinal direction 0.2 g
) restrained
ii)
In transverse direction 0.25 g
) at four
iii)
In vertical direction 0.6 g
) locations
As set out in GM/RT2100 these should be considered as the sum of the

7
three fatigue load cases for 10 cycles.
b)
Proof loadings
These location devices and associated mountings should be capable of
withstanding proof loads resulting from the application of the following
accelerations, applied to the maximum gross weight load unit capable of
being conveyed. The derived load should to be applied at the base
plane of the load unit when restrained by the quantity of Twist locks
indicated:
i)
in longitudinal direction 2 g
restrained at two locations
ii)
in transverse direction 1 g
iii)
in vertical down direction 2 g
restrained at four locations
iv) in vertical up direction 1 g
B13.1.2 Holland auto locks

Holland auto locks should be treated the same as Twist locks.
B13.1.3 UIC type spigots
Spigots designed and located as set out in the latest issue of UIC 571-4 are
acceptable. It should be noted that containers less than 1.6 t should not be
carried on spigots, further guidance is set out in GO/RM3056 Working Manual
Rail Staff Freight Operations Manual.
It should be noted that there is additional lateral movement compared to Twist
locks, which should be taken into account when gauging.
B13.2 Winches and webbing
B13.2.1 Winches
Load restraint winches for use with load restraint webbing should generally
accord with that depicted on drawing C1-A1-9013025. The attachment of the
winch and fastening points should accord with its rating of 76 kN.
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B13.2.2 Webbing
Load restraint webbing should conform to BS5759 having a strength rating of at
least 45 kN.
B14 Curtain sides

B14.1 Gauge considerations
B14.1.1 Tensioning
When in the closed position, curtains should be tensioned in both planes to
prevent flapping or billowing out of gauge. A positive locking device should be
incorporated into the tensioning device.
B14.1.2 Internal restraint
The wagon contents should not be permitted to move into contact with the
curtain, that is to say the load should not be restrained by the curtain. For this
reason some method of load restraint should be fitted to prevent movement of
the load, for example:
a)
load restraint webbing and winches
b)
cradles
c)
stanchions
d)
side raves
e)
cargo netting.
B14.2 Strength considerations

The strength of the side assembly should be at least in accordance with the
guidance set out in clause B12.5 of this document.
B14.3 Materials of construction
Curtains should be manufactured to BS3408 Type 14 or an alternative
acceptable to the conformance certification body.
B15 Earthing
B15.1 General requirements
Railway Group Standard GM/RT2304 sets out the requirements to be met for
equipotential bonding of wagons. Additional information is set out in RSSB
Approved Code of Practice GM/RC2514, and EN50153 and UIC 533-0.
It has been found successful to provide 35 mm2 cable for some vehicles, and
95 mm2 for vehicles that travel over lines supplied with 750 Vdc third rail.
B15.2 Requirements for tank wagons
Additional requirements for tank wagons are set out in Railway Group Standard
GM/RT2101.
B16 Wagon
identification and
marking
B16.1 Location
An example of labelling requirements is set out in Appendix D.
B16.2 Identification
Railway Group Standard GM/RT2210 sets out the requirements for the display of
a vehicle identification number.
B16.3 Safety markings
Railway Group Standards GM/RT2177 and GM/RT2459 set out the requirements
for emergency and safety notices.
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It is recommended that as a minimum, the following markings are included:
a)
identification of wheel tread profile, as set out in clause B6.6.4 of this

document
b)
the minimum curve radius that the wagon can negotiate
c)
the jacking and lifting points set out in GM/RT2260
d)
a method of identifying wheel positions
e)
tare weight
f)
capacity (derogations currently exist against this requirement of

GM/RT2459)
g)
brake force (derogations currently exist against this requirement of

GM/RT2459)
h)
brake components (derogations currently exist against some requirements

of GM/RT2459)
i)
overhead live wire warning set out in GM/RT1041
j)
dangerous goods specified in GM/RT2101 and GO/RM3053.
B16.4 Label clips

Label clips should be positioned on each solebar as near as possible over the
centre of the left hand wheel when facing the wagon.
B17 Wagons with onboard equipment

B17.1 Internal combustion engines
Railway Group Standard GM/RT2462 sets out the requirements that should be
met, particular attention is drawn to the exhaust outlet positions allowed.
Compliance with GM/RT2120 is required for risks arising from fires.
Designers should give consideration to the noise created by internal combustion
engines. Noise measurements are taken externally to BS EN ISO 3095 and
internally to BS EN ISO 3381.
B17.2 Electrical circuits
Railway Group Standard GM/RT2300 sets out the signage required on electrical
equipment, and GM/RT2304 sets out the bonding requirements.
Infrastructure support vehicles electrical circuitry requirements are set out in
GM/RT2307. Whilst not mandatory on all vehicles it does provide some best
practice as guidance.
Any electrical circuit should not interfere with railway signalling or other
equipment, and should not be affected by the railway electrical environment.
Railway Group Standard GE/RT8015 sets out these requirements, and
GE/RT8016 sets out the verification process requirements. Network Rail also
has requirements for demonstrating compatibility with track circuits.
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Appendix A
Route availability - freight stock minimum
dimensions
1 Introduction
This appendix gives guidance on the limits of axle loading, overhang and axle
spacing, wheel diameters and maximum speeds relative to freight vehicle
design.
Adherence to these parameters should ensure optimum route access for the
wagon design concerned.
2 Dimension relative to axle spacings and loads on two-axle vehicles
See Figure A1 of this appendix.
2.1
The dimensions are recommended for future builds of wagons to maintain
optimum route availability for vehicles having the axle weight specified.
It should be noted that vehicles designed to this chart have an extensive, but not
universal, route availability. Some railway structures have more onerous
restrictions, with no diversionary routes (for example, the Royal Albert Bridge,
Saltash), and vehicles for passage over such structures will be required to have
greater axle spacings or reduced axle loadings. It is the responsibility of the train
operator to ensure that the proposed vehicle is compatible with the routes
envisaged for the traffic.
2.2
The dimensions applicable to wagons with intermediate axleloads will be those
applicable to the next higher axleload set out in Figure A1.
2.3
Maximum speeds shown are subject to satisfactory ride and braking
performance.
2.4
It should not be assumed that wagons conforming to these minimum
dimensional requirements will necessarily operate satisfactorily at the speeds
shown. The wagon designer should consider separately the question of vehicle
stability.
2.5
The end overhang dimension of any wagon should not exceed 3226 mm, as set
out in Figure A1 to avoid infringement of track circuiting and signalling.
However, the implication for the safe negotiation of small radius curves by
wagons incorporating this maximum dimension should also be considered.
2.6
Designs that have smaller values of overhang will be considered for acceptance
down to a limiting value equal to half of the wheelbase of a bogie of the same
axleload (for example 1000 mm min for 25.5 t axleload). Such proposals should
reflect a corresponding increase of the minimum distance over buffers as
prescribed.
Note:
No part of the wheel should project beyond the headstock at any time.
2.7
The wheel diameters and axleloads quoted in UIC 510-2, for the range 1000 mm
diameter to 760 mm diameter, are acceptable for operation on Network Rail
controlled infrastructure with the axle spacing shown on this chart.
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Appendix A continued
3 Dimensions relative to axle spacings and loads on bogie freight
vehicles
See Figure A2 of this appendix.
3.1
The dimensions are recommended for future builds of wagons to maintain
optimum route availability for vehicles having the axle weight specified.
It should be noted that vehicles designed to this chart have a wide, but not
universal, route availability. Some railway structures have more onerous
restrictions, with no diversionary routes (for example, the Royal Albert Bridge
Saltash), and vehicles for passage over such structures will be required to have
greater axle spacings or reduced axle loadings. It is the responsibility of the train
operator to ensure that the proposed vehicle is compatible with the routes
envisaged for the traffic.
3.2
The dimensions applicable to wagons with intermediate axleloads will be those
applicable to the next higher axleload set out in the table, Figure A2.
3.3
Maximum speeds shown are only permitted subject to the braking and ride
performance being acceptable. The conformance certification body could
impose a lower maximum speed, dependent upon ride performance.
3.4
It should not be assumed that wagons conforming to the minimum
dimensional requirements will necessarily operate satisfactorily at the
speeds shown. The wagon designer should consider separately the question of
vehicle stability. The dimensions shown are largely those determined by
infrastructure structural requirements.
3.5
The inner wheelbase of any bogie wagon should not exceed 17510 mm.
The end overhang of any wagon should not exceed 3226 mm. These are to
avoid infringement of track circuiting and signalling standards and the
implications for the safe negotiation of small radius curves by wagons
incorporating these maximum dimensions should be considered. The
effects of curve overthrow on the width of very long wagons needs also to
be considered.
3.6
The maximum dimensions specified for inner wheelbase and overhang are
separately determined, and can not necessarily be jointly used to develop a vehicle
of maximum dimensions.
3.7
The minimum overhang dimension for axleloads of 14 to 18 t is not critical to
infrastructure requirements. The limiting factor to be considered under these
circumstances is that no part of the bogie may project beyond the headstock further
than the back plane of the Berne rectangle, UIC 521. The vehicle should be
considered both on straight track and curved track down to the minimum radius
applicable to the vehicle. This requirement should also be observed for those
axleloads where minimum overhangs are specified. At higher axle loads small
end overhangs can be the limiting factor on RA number
3.8
Wheel diameters below those specified for each axleload may be specially
accepted for vehicles exhibiting good dynamic characteristics. For example
TF 25 bogied vehicles are accepted for 25.4 t axleload with 840 mm diameter
wheels, up to 60 mph.
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3.9
Proposals for the use of cascaded three piece bogies on new wagons should
include details of the side bearer arrangements as part of the design submission.
To ensure acceptable levels of track forces, the relationship between bogie
unsprung mass, wheel diameter and static/dynamic wheel forces should be
supported by calculations.
Careful selection of bogie rotational resistance is required to provide acceptable
flange wear and ensure bogie/wagon lateral stability, within the operating speed
range and wagon service life. Non resilient side bearers have previously not
been accepted. Resilient sidebearer assemblies should help the vehicle to meet
Q/Q and rotational resistance requirements in service.
Experience has shown that the stiff single chevron type (64 t/inch) are unsuitable
on aggregate and similar wagons due to increased sidebearer loads resulting from
small amounts of the wear of centre pivot components. Their use on other
vehicles is not recommended and any such proposals should be supported by
evidence of their suitability, for example long-term pivot wear predictions
and Q/Q calculations.
3.10
The wheel diameters and axleloads quoted in UIC 510-2, for the range 1000 mm
diameter to 760 mm diameter are acceptable for operation on Network Rail
controlled infrastructure with the axle spacing shown in Figure A2.
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26
WORN
749
746
876
876
NEW
813
813
953
953
Km/h
120
120
96
96
mm
2134
2743
2743
3048
mm
3658
4572
4572
4572
mm
1067
1371
1371
1524
Mile/h
75
75
60
60
Min. Dimensions Adjacent

wagons
Min. Wheel base
18
20.5
23
25.5
Axle Load
Tonnes
2 AXLE WAGON
Overall
Length
L min
mm
5792
7314
7314
7620
Min
Overhang
Max
11000 mm
Max
3226 mm
L Min
Max
6400 mm
Max Speed
Min. Wheel Diameter
Figure A1 Minimum dimensions two axle wagon
Overall
Length
L min
mm
7670
9040
9865
10960
11230
12325
12600
13970
mm
NC
NC
NC
1150
1200
1370
1450
1725
Min. Overhang
Max.
3226 mm
Min.
Wheel
base
mm
1800
1800
1800
1800
1800
1800
2000
2000
mm
NC
NC
NC
5060
5230
5985
5700
6520
Min. Dist. Between Inner

Wheels
Max.
17510 mm
L min
Min.
wheel
base
mm
1800
1800
1800
1800
1800
1800
2000
2000
mm
NC
NC
NC
2300
2400
2740
2900
3450
Min. Dimensions Adjacent

Wagons
Max.
6400 mm
Mile/h
75
75
75
75
75
60
60
60
Km/h
120
120
120
120
120
96
96
96
Max Speed
NEW
724
724
813
813
813
914
953
953
mm
Worn
686
686
749
749
749
838
876
876
Min Wheel Diameter

NOTE:- NC = NOT CRITICAL WITH RESPECT TO INFRASTRUCTURE CONSTRAINTS
14
16.5
18
20
20.5
22.5
23
25.5
Axle
Load
Tonnes
BOGIE WAGON

GM/GN2589
Issue One
Date April 2004
Page 27 of 40
Figure A2 Minimum dimensions bogie wagon
27

GM/GN2589
Issue One
Date April 2004
Page 28 of 40

Figure A3 Worked examples for bogied vehicles
Axle load
Actual static
wheel load
Tonnes
Allowable
static wheel
load
New
wheel
diameter
Worn
wheel
diameter
kN
mm
mm
Result/comment
kN
14
68.6700
89.18
724
686
Compliant
16.5
80.9325
89.18
724
686
Compliant
18
88.2900
97.37
813
749
Compliant
20
98.1000
97.37
813
749
Non-compliant
20
98.1000
100.88
840
776
20.5
100.5525
97.37
813
749
20.5
100.5525
100.88
840
776
22.5
110.3625
108.94
914
838
Non-compliant
23
112.815
113.88
953
876
Compliant
25.5
125.0775
113.88
953
876
Non-compliant
25.4
124.587
113.88
953
876
Non-compliant
25
122.625
113.88
953
876
Non-compliant
23.21712
113.88
113.88
953
876
Compliant
Compliant
Non-compliant
Compliant
New case considered.
Notes: The worn wheel diameters are used to derive the permissible static wheel loads.
It is possible to control the permissible static load by increasing the worn wheel
diameter and controlling this through the maintenance regime for the wagon type.
28


GM/GN2589
Issue One
Date April 2004
Page 29 of 40
Appendix B
Check list for UK wagons
This appendix contains a list of related documents by subject heading and
clause reference.
TOPIC
CLAUSE
REF
General
Engineering acceptance
4
4.1
Route acceptance
Design scrutiny
Testing
4.1
4.2
4.3
Design for maintenance

Design submission
4.4
4.5
Dimensions
Gauge
5
5.1.1
Mechanical handling and lineside equipment
5.1.2
Route availability
Maximum dimensions
Derailment and rollover
Stability
5.1.3
5.1.4
5.2.1
5.2.2
GE/RT8006
GM/RT2149
GM/RT2141
GM/RT2142
Wheels And Axles
RSSB
DOCUMENT
GM/RT2000
GM/RT2400
GM/RT2453
GM/GN2561
GA/RT6001
GA/RT6006
GE/RT8270
GM/RT2468
GM/RT2000
GM/RC2510
GM/RT2004
GM/RT2001
GM/RT2149
GE/GN8573
BASS501
CP-PM-2
CP-PM-1
Track circuit actuation
6.5
GE/RT8014
GM/RT2466
GM/RT2470
GM/TT0088
GM/RC2513
GM/RC2566
GM/RT2476
Axleboxes
Bearings
Hot axlebox detection
7
7.1
7.2
GE/RT8014
Springs And Suspensions

Helical compression springs
8
8.1
Laminated springs
Parabolic taperleaf springs
Bogie suspension
8.2
8.3
8.4
OTHER
DOCUMENT
TM/TC0001
UIC 510-2
EN13906-1
BS EN 10089
BS1726
BR151
GE/RT8270
GM/TT0088
UIC 517
29

GM/GN2589
Issue One
Date April 2004
Page 30 of 40

Appendix B continued
TOPIC
CLAUSE
REF
RSSB
DOCUMENT
OTHER
DOCUMENT
Buffing And Drawgear
GM/RT2190
GM/RC2509
GE/RT8270
UIC 527-1
GM/RT2180
UIC 503
UIC 521
Fittings On Ends Of Wagons And Clearances For Operating Staff

Lampbracket
10.1
Clearance for operating staff
10.2
Overhanging superstructure
10.3
Access ladders
10.4
Air cut-off cock and connections
10.5
Braking
Braking policy
Braking performance and system requirements
11
11.1
11.2
Structures
Proof and fatigue loads
12
12.1
Recovery after accidents

Door, floor, end and side walls
12.4
12.5
Load Restraints
Containers and swap bodies
Winches and webbing
13
13.1
13.2
Curtain Sides
Materials of construction
14
14.3
Earthing
General requirements
15
15.1
Requirements for tank wagons
15.2
Marking
16
30
BS4211
GM/RT2045
GM/RT2040
GM/RT2043
FTC001
UIC 544-1
GM/RT2100
GM/GN2560
GM/RT2101
GM/RT2260
BS3951
UIC 592-1
ORE DT 135
GO/RM3056
UIC 571-4
BS5759
BS3408
GM/RT2304
GM/RC2514
GM/RT2101
EN50153
GM/RT1041
GM/RT2101
GM/RT2177
GM/RT2210
GM/RT2260
GM/RT2459
GO/RM3053


GM/GN2589
Issue One
Date April 2004
Page 31 of 40
Appendix B continued
TOPIC
CLAUSE
REF
On Board Equipment
Internal combustion engines
17
17.1
Electrical circuits
17.2
RSSB
DOCUMENT
OTHER
DOCUMENT
GM/RT2120
GM/RT2462
GM/RT2300
GM/RT2304
GM/RT2307
GE/RT8015
GE/RT8016
31

GM/GN2589
Issue One
Date April 2004
Page 32 of 40

Appendix C
Check list for international wagons
This appendix contains a list of related UIC documents applicable to wagons
required to be registered for international traffic.
REF
1.1
ITEM
Conformity to Gauge etc
Conformity to gauge
1.2
Minimum tare weight
1.3
1.4
Ratio wheelbase/length
Max W/B
1.5
Kinematic gauge,
underclearances, etc
2.3
Suspension
Min curve negotiable 60 m
Underclearances on ferry boat
and link span
Wheels
2.4
2.5
2.6
2.7
2.8
Axles
Axleboxes
Bogies
Suspension gear
Delta Q/Q
3.1
Buffing and Drawgear

Geometry check for auto coupler
2.1
2.2
3.2
3.3
Drawgear
Buffers
3.4
Buffer head sizes
3.5
Clearance for shunters
4.1
4.2
4.3
4.4
Underframe
Holding down brackets
Auto coupler pocket
Underframe end fittings
Crossing gangway for working to UK
4.5
Towing hooks
4.6
Spark arrestors
32
SOURCE
ISSUE
AMENDMENT
UIC 503-0 App 1

UIC 503-0 App 4
UIC 432 - 2.2.1
UIC 530-2 App 7
UIC 511-0
UIC 512 - 1.5
UIC 511-0
UIC 505-1
UIC 505-5
5
5
9
4
7
8
7
8
2
1
1
UIC 503-0 - 1.4

UIC 507
5
1
1
1
UIC 510-1 sect 1

UIC 510-2
UIC 510-1 sect 2
UIC 510-1 sect 4
UIC 510-1 sect 6
UIC 517
UIC 530-2
9
3
9
9
9
6
4
14
UIC 530-2 App 6a

& para 3.1.4
UIC 520
UIC 526-1 series
UIC 526-3
UIC 526-2
UIC 527-1
UIC 527-2
RIV para 23 plate 2
UIC 521
UIC 503-0 App 3

UIC 530-1
UIC 535-2 sect D
UIC 535-2 App
18 sect D (c)
UIC 536 &
UIC 535-2
UIC 543
4
1
2
1
4
14
14
14
10
4
4
6
2
2
1
2
2
2
4
3
5
2
3
3
1
3
7
7
3
3
12

GM/GN2589
Issue One
Date April 2004
Page 33 of 40

Appendix C continued
REF
ITEM
SOURCE
ISSUE
AMENDMENT
4.7
4.8
Jacking points
Number of vehicles to be fitted
with screw brakes and gangways
Label clips
Wagon stresses
Standardisation of steps and
handrails on wagons
UIC 581
UIC 535-3
1
1
UIC 575
UIC 577
UIC 535-1
4
2
5
UIC 533
UIC 573
UIC 535-2 sect D
UIC 535-2 App
18 sect D (c)
2
5
3
3
7
7
UIC 543
UIC 549
UIC 544-1
12
4
3
UIC 432-2.1.3
UIC 542
UIC 541 series
9
4
UIC 540
UIC 542
UIC 833
4
4
2
UIC 549
UIC 535-3
4
1
UIC 543
12
4.9
4.10
4.11
5.1
5.2
5.3
5.4
6.1
6.2
6.3
Body
Earthing of body
Tank wagons (design)
Underframe end fittings
Crossing gangways for working to UK
Power & Handbrake Calculations

Min % brake weight etc
Handbrake for traffic to UK
Brakes, power & hand, forces and
calculations
7.1
7.2
7.3
Brake Equipment
Goods/pass mandatory
Brake components
Headstock cock position
8.1
8.2
Power Brake
Air brakes for freight
Brake beams
9.3
Handbrake
Handbrake for traffic to UK
Number of vehicles to be fitted
with screw brakes and gangways
Handbrakes general
10.1
Painting and Lettering

Marking of inner wheelbase
9.1
9.2
10.2
10.3
10.4
10.5
Painting and lettering

Wagon numbering, exchange
codes etc
Label holders
Interchangeable parts identification mark
UIC 512
8
RIV para 34-2.4.2
RIV para 34 & sect VIII
UIC 438-2
6
UIC 575
UIC 583-0
13
4
5
33

GM/GN2589
Issue One
Date April 2004
Page 34 of 40

Appendix C continued
REF
ITEM
SOURCE
ISSUE
AMENDMENT
10.6
10.7
Label clips
Lamp irons
UIC 575
UIC 532
UIC 534
4
9
4
UIC 432 App 2

para 2.2.5
UIC 430-1
UIC 430-3
UIC 592 series
RIV para 50
RIV sect 11
UIC 571 series
2
2
UIC 533
UIC 433
19
UIC 431-1
10
11.1
11.2
11.3
11.4
11.5
11.6
11.7
11.8
11.9
34
Other Items
Conversion of wagons to S
condition and suitability of wagons
for 90 (refers to a speed of 90 km/h)
Wagons for transit to and from Spain
Wagons for transit to and from Finland
Containers/swap bodies
Loading regulations
Standard wagons accepted for
running in international traffic
Protection by the earthing of
metal parts of vehicles
Private owners wagons
conditions for registration
Carriage of goods in large
containers under temperature
controlled conditions


GM/GN2589
Issue One
Date April 2004
Page 35 of 40
Appendix D
Sample livery diagram
This appendix shows livery and labelling applicable to wagons.
GM/RT2177
GM/RT2260
35

GM/GN2589
Issue One
Date April 2004
Page 36 of 40

Appendix E
Width reduction calculations in accordance with
data relating to W6A gauge
Calculation of Width
Reduction (Vehicles)
Where a vehicle is to be built to a vehicle gauge, the lateral dimensions defined
by the gauge should be reduced if the overall length or bogie centres exceed
those specified in the gauge. Where reduced vehicle length or bogie centres are
used, it is not generally permissible to increase the vehicle build profile.
In the following calculations, the variables are:
A
The wheelbase / bogie centres in metres
Ni
The distance of the cross section being calculated from the bogie pivot /
axle position (in metres) where this is inside of the wheelbase / bogie
centres
No
The distance of the cross section being calculated from the bogie pivot /
axle position (in metres) where this is outside of the wheelbase / bogie
centres
The curve radius (in metres) at which the reduction is to be calculated
The overthrow allowed at the defined radius (in metres)
EI
Inner Width Reduction (in metres)
Eo
Outer Width Reduction (in metres)
Formulae:
2
Ei = ((ANi Ni ) / 2R) K
2
Eo = ((ANo + No ) / 2R ) K
Note: Ei and Eo may not be negative
Example:
Consider a vehicle to be compliant with W6a gauge, but having bogie centres of
13.5 metres and a length over headstocks of 19.092 metres.
On a 200 m (R) curve, W6a allows a 0.102m (K) overthrow.
Ni = 6.75
No = 2.796
2
Ei = ((13.5 x 6.75 6.75 ) / 200 x 2 ) 0.102 = 0.0119

2
Eo = ((13.5 x 2.796 + 2.796 ) / 200 x 2 ) 0.102 = 0.119

According to the width reduction formula, Ei at the centre would be 0.012 m and
Eo at the ends would be 0.012 m. The maximum overall width of the vehicle
would thus be 2.820 0.024 = 2.796
36


GM/GN2589
Issue One
Date April 2004
Page 37 of 40
References
Railway Group Standards and other Railway Group
documents
The Railway Group Standards Code, Issue 1, January 2004
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/RT8016
Verification of Electrification Systems and Interactions
GE/RT8270
Route Acceptance of Rail Vehicles including changes in Operation or

Infrastructure
GE/GN8573
Guidance on Gauging (Currently in draft form)
GM/GN2560
Guidance on Structural Requirements for Railway Vehicles
GM/GN2561
Guidance Note: Compliance with RGSs - New Railway

Vehicles
GM/RC2509
Code of Practice for Traction & Rolling Stock Mechanical Coupling Systems
(to be superseded by GM/GN2690)
GM/RC2510
Code of Practice for the Acceptance Testing of Rail Vehicles
GM/RC2513
Commentary on Permissible Track Forces for Railway Vehicles
GM/RC2514
Code of Practice Rail Vehicles Equipotential Bonding
GM/RC2566
Code of Practice for Railway Wheelsets
GO/RM3053
Working Manual for Rail Staff - Handling and Carriage of Dangerous

Goods (Pink pages)
GO/RM3056
Working Manual for Rail Staff - Freight Operations (White Pages)
GM/RT1041
Warning Signs and Notices for Electrified Lines
GM/RT2000
Engineering Acceptance of Rail Vehicles
GM/RT2001
Design Scrutiny for the Engineering Acceptance of Rail Vehicles
GM/RT2004
Requirements for Rail Vehicle Maintenance
GM/RT2040
Calculation of Brake-Force Data For Rolling Stock Library
GM/RT2043
Braking System and Performance for Freight Trains
GM/RT2045
Braking Principles for Rail Vehicles
GM/RT2100
Structural requirements for Railway Vehicles
GM/RT2101
Requirements for the Design, Construction, Test and Use of the Tanks of Rail
Tank Wagons
GM/RT2120
Requirements for the Control of Risk Arising from Fires on Ralway Vehicles
GM/RT2141
Resistance of Ralway Vehicles to Derailment and Roll-Over
GM/RT2142
Resistance of Ralway Vehicles to Roll-Over in Gales
37

GM/GN2589
Issue One
Date April 2004
Page 38 of 40

GM/RT2149
Requirements for Defining and Maintaining the Size of Railway Vehicles
GM/RT2177
Emergency and Safety Equipment and Signs on Rail Vehicles
GM/RT2180
Visibility and Audibility Requirements for Trains
GM/RT2190
Mechanical and Electrical Inter-Vehicle Coupling Systems
GM/RT2210
Identification of Rail Vehicles
GM/RT2260
Design for Recovery of Rail Vehicles After Accidents
GM/RT2300
Warning Signs and Labels Fitted to Electrical Equipment on Rail Mounted

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/RT2400
Engineering Acceptance and Design of On-Track Machines
GM/RT2453
Registration and Mandatory Data for Rail Vehicles
GM/RT2459
Data to be Displayed on Rail Vehicles
GM/RT2462
Internal Combustion Engines in Rail Vehicles
GM/RT2466
Railway Wheelsets
GM/RT2468
Rail Vehicles Overall Design, Risk Assessment and Certification
GM/RT2470
Wheelset Supplier Qualification
GM/RT2476
Vehicle Requirements for the Reliable Operation of Track Circuits
GM/TT0088
Permissible Track Forces for Railway Vehicles

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 at www.rssb.co.uk.
Other references
BASS 501
BR Specification 151
BR Report P9
38
Swept Envelope and Curve Overthrow Calculations

Springs
Laminated Springs
BS1726
Design and Specification of Coil Springs
BS3408
Specification for Tarpaulins
BS3951
Freight Containers
BS4211
Specification for Ladders for Permanent Access to Chimneys, Other High

Structures, Silos and Bins
BS5759
Specification for Webbing Load Restraint Assemblies for use in Surface

Transport
BS EN ISO 3095
Noise (internal)
BS EN ISO 3381
Noise (external)


GM/GN2589
Issue One
Date April 2004
Page 39 of 40
CP-PM-1
Code of Practice for the Installation, Testing and Acceptance of Lineside

Equipment
CP-PM-2
Installation of Appliances Handling Wagons and Similar Type Rolling Stock

Required to Travel Over the BR System
EN13906-1
EN50153
FTC001
Cylindrical Helical Springs Made from Round Wire and Bar - Calculation and
Design Part 1: Compression Springs
Equipotential Bonding
FTC Brake Design and Testing Procedure
ORE DT 135
(B12 Committee) General Calculation Methods for the Study of New Wagon
Types or New Bogies
TM/TC0001
Design Guide for the Calculation of Stresses in Axles with Inboard Journals
UIC 503
UIC 510-2
Continental Wagons Running in Great Britain

Trailing Stock. Conditions Concerning the Use of Wheels of Various
Diameters with Running Gear of Different Types
UIC 517
Wagons - Suspension Gear - Standardisation
UIC 521
Coaches and Vans, Wagons, Tractive Stock
UIC 527-1
Coaches, Vans and Wagons - Dimensions of Buffer Heads - Track Layout on SCurves
UIC 530-2
Wagons - Running Safety
UIC 533-0
Protection by Earthing of Metal Parts of Vehicles
UIC 544-1
Braking Performance for International Freight Trains
Also see appendices B and C.
39

Guidance Note: The Design and Construction of Freight Wagons

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