{"id":78496,"date":"2022-07-20T17:02:42","date_gmt":"2022-07-20T15:02:42","guid":{"rendered":"https:\/\/ivmtech.it\/?page_id=78496"},"modified":"2022-10-24T12:54:28","modified_gmt":"2022-10-24T10:54:28","slug":"normativa","status":"publish","type":"page","link":"https:\/\/ivmtech.it\/en\/pillole-tecniche\/normativa\/","title":{"rendered":"Regulations"},"content":{"rendered":"<p>[vc_row][vc_column][vc_text_separator title=&#8221;The importance of measuring the distribution of vertical forces per wheel in static conditions for maintenance&#8221; color=&#8221;custom&#8221; border_width=&#8221;2&#8243; accent_color=&#8221;#ffd200&#8243; el_class=&#8221;sticky&#8221;][vc_empty_space height=&#8221;20px&#8221;][vc_column_text css_animation=&#8221;left-to-right&#8221;]<span style=\"font-weight: 400;\">Over the past 20 years, the European Community has become the protagonist of a succession of actions aimed at creating a single common railway area. This required the harmonisation of technical, administrative and safety standards that are essential to obtain the interoperability of the various national railway systems. The regulatory process began in 2001 with the publication of the 1st Railway Package. Currently the EU member states are grappling with the transposition of the latest directives published in the Official Journal as part of the implementation of the 4th Railway Package: the <\/span><b>EU Directive 2016\/797<\/b><span style=\"font-weight: 400;\"> &#8220;<\/span><b>on the interoperability of the rail system within the European Union<\/b><span style=\"font-weight: 400;\">&#8221; and the <\/span><b>EU Directive 2016\/798<\/b><span style=\"font-weight: 400;\"> &#8220;<\/span><b>on railway safety<\/b><span style=\"font-weight: 400;\">&#8220;.\u00a0<\/span><\/p>\n<p><span style=\"font-weight: 400;\">On the push of the affirmation of interoperability, it was also necessary to harmonise the safety parameters of each train running within the European railway area. For this reason, during these years of the establishment of a single railway system, several EU regulations have followed, based on the continuous innovations of the railway sector. They have listed and enforced the essential requirements that a rolling stock operating on EU networks is required to comply with, depending on its category. These regulations are called Technical Specifications for Interoperability (TSI).<\/span><\/p>\n<p><span style=\"font-weight: 400;\">The following TSIs are in force for the two main categories of rolling stock:<\/span><\/p>\n<ul>\n<li aria-level=\"1\"><b>COMMISSION REGULATION (EU) No 321\/2013 <\/b><span style=\"font-weight: 400;\">of 13 March 2013 concerning the technical specification for interoperability relating to the subsystem \u2018rolling stock \u2014 freight wagons\u2019<\/span> <span style=\"font-weight: 400;\">of the rail system in the European Union (<\/span><b>TSI WAG<\/b><span style=\"font-weight: 400;\">)<\/span><\/li>\n<li style=\"font-weight: 400;\" aria-level=\"1\"><b>COMMISSION REGULATION (EU) No 1302\/2014<\/b><span style=\"font-weight: 400;\"> of 18 November 2014 concerning a technical specification for interoperability relating to the \u2018rolling stock \u2014 locomotives and passenger rolling stock\u2019 subsystem of the rail system in the European Union (<\/span><b>TSI LOC&amp;PAS<\/b><span style=\"font-weight: 400;\">)<\/span><\/li>\n<\/ul>\n<p><span style=\"font-weight: 400;\">For both, the latest consolidated version in force is dated 11\/03\/2020.<\/span><\/p>\n<p><span style=\"font-weight: 400;\">The correct distribution of the weight force exerted on the rail by each wheel is one of the essential requirements that a rolling stock operating on EU networks is required to comply with. It\u2019s a crucial parameter which comes into play during critical moments of circulation such as braking, curves and running on twisted tracks. For this reason, the static distribution of vertical forces per wheel of the same wheelset is regulated by particularly stringent limits.<\/span><\/p>\n<p><span style=\"font-weight: 400;\">Regulation 1302\/2014 disciplines and takes into account the parameter of the vertical static force per wheel within the scope of two essential requirements:<\/span><\/p>\n<ul>\n<li style=\"font-weight: 400;\" aria-level=\"1\"><span style=\"font-weight: 400;\">Wheel load<\/span><\/li>\n<li style=\"font-weight: 400;\" aria-level=\"1\"><span style=\"font-weight: 400;\">Safety against derailment running on twisted track<\/span><\/li>\n<\/ul>\n<p>&nbsp;<\/p>\n<p><b><i>Wheel load\u00a0<\/i><\/b><\/p>\n<p><span style=\"font-weight: 400;\">The paragraph <em>4.2.3.2.2<\/em>. of this Regulation states that:<\/span><\/p>\n<p style=\"text-align: left;\"><span style=\"font-weight: 400;\">\u201c<\/span><i><span style=\"font-weight: 400;\">The ratio of wheel load difference per axle Dqj = (Ql \u2013 Qr)\/(Ql + Qr), shall be evaluated by wheel load measurement, considering the load condition \u2018design mass in working order\u2019. Wheel load difference higher than 5 % of the axle load for that wheelset are allowed only if demonstrated as acceptable by the test to prove safety against derailment on twisted track[\u2026]\u201d<\/span><\/i><\/p>\n<p><span style=\"font-weight: 400;\">So,<\/span> <span style=\"font-weight: 400;\">except in exceptional cases, the relative deviation of wheel load per axle cannot be higher than <\/span><b>5%.<\/b><\/p>\n<p>&nbsp;<\/p>\n<p><b><i>Safety against derailment running on twisted track<\/i><\/b><\/p>\n<p><span style=\"font-weight: 400;\">The paragraph 4.2.3.4.1 of the TSI LOC&amp;PAS states that:<\/span><\/p>\n<p style=\"text-align: left;\"><i><span style=\"font-weight: 400;\">\u201cThe unit shall be designed to ensure safe running on twisted track, taking into account specifically the transition phase between canted and level track and cross level deviations.\u201d<\/span><\/i><\/p>\n<p><span style=\"font-weight: 400;\">Furthermore:<\/span><\/p>\n<p style=\"text-align: left;\"><i><span style=\"font-weight: 400;\">\u201cThe conformity assessment procedure is described in clause 6.2.3.3 of this TSI.\u201d<\/span><\/i><\/p>\n<p>&nbsp;<\/p>\n<p><em><b>6.2.3.3<\/b><\/em><\/p>\n<p style=\"text-align: left;\"><i><span style=\"font-weight: 400;\">\u201cThe demonstration of conformity shall be carried out in accordance with one of the methods specified in the specification referenced in <\/span><\/i><b><i>Appendix J-1, index 83<\/i><\/b><i><span style=\"font-weight: 400;\">[\u2026]\u201d.<\/span><\/i><\/p>\n<p><b>Table of Appendix J-1, index 83<\/b><span style=\"font-weight: 400;\">:<\/span><\/p>\n<p><span style=\"font-weight: 400;\"><img loading=\"lazy\" class=\"aligncenter wp-image-78646 size-full\" src=\"https:\/\/ivmtech.it\/wp-content\/uploads\/2022\/07\/eng.png\" alt=\"\" width=\"1581\" height=\"286\" srcset=\"https:\/\/ivmtech.it\/wp-content\/uploads\/2022\/07\/eng.png 1581w, https:\/\/ivmtech.it\/wp-content\/uploads\/2022\/07\/eng-300x54.png 300w, https:\/\/ivmtech.it\/wp-content\/uploads\/2022\/07\/eng-768x139.png 768w, https:\/\/ivmtech.it\/wp-content\/uploads\/2022\/07\/eng-1536x278.png 1536w, https:\/\/ivmtech.it\/wp-content\/uploads\/2022\/07\/eng-500x90.png 500w, https:\/\/ivmtech.it\/wp-content\/uploads\/2022\/07\/eng-800x145.png 800w, https:\/\/ivmtech.it\/wp-content\/uploads\/2022\/07\/eng-1280x232.png 1280w\" sizes=\"(max-width: 1581px) 100vw, 1581px\" \/><\/span><\/p>\n<p><span style=\"font-weight: 400;\">The paragraph 5.3.3 of EN 14363 provides for the measurement of the distribution of static vertical forces per wheel.<\/span><\/p>\n<p><span style=\"font-weight: 400;\">Therefore, to meet the essential requirement <\/span><i><span style=\"font-weight: 400;\">Safety against derailment running on twisted track<\/span><\/i><span style=\"font-weight: 400;\">, measurement of the wheel forces is required.\u00a0<\/span>[\/vc_column_text][\/vc_column][\/vc_row]<\/p>","protected":false},"excerpt":{"rendered":"<p>[vc_row][vc_column][vc_text_separator title=&#8221;The importance of measuring the distribution of vertical forces per wheel in static conditions for maintenance&#8221; 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