Uncontrolled When Printed

Document to be superseded on 01/09/2012

To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four
Date December 2010

Requirements for Rail

Vehicle Structures

Synopsis
This document mandates requirements
for the design and integrity of rail
vehicle structures for both primary and
secondary structures, including interior
crashworthiness.

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
Content approved by: may be reproduced.

Published by:
Rolling Stock Standards Committee on 03 September 2010
RSSB
Block 2 Angel Square
1 Torrens Street
London EC1V 1NY

© Copyright 2010
Authorised by RSSB on 06 October 2010 Rail Safety and Standards Board Limited
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Issue record
Issue Date Comments
One July 1994 Original document
Supersedes GM/TT0265
Two April 1997 Supersedes issue one
Three October 2000 Supersedes issue two as a result of review.
Incorporates and supersedes the requirements of
GM/TT0179 and GM/TT0303
Four December 2010 Supersedes GM/RT2100 issue three, GM/RT2101
issue one, GM/RT2260 issue three, GM/RT2456
issue two, GM/RT2457 issue one, GM/RT2463
issue one, AV/ST9001 issue one and Part 3 of
GM/RT2160 issue three, clauses 4.2, 5.5 and 5.7
of GM/RT2162 issue one and clauses 4.1 - 4.5
inclusive, 4.7 and 4.8 of GM/RT2190 issue two.

Revisions have not been marked by a vertical black line in this issue because the
document has been revised throughout.

Superseded documents
The following Railway Group documents are superseded, either in whole or in part as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

Superseded documents Sections Date when

superseded sections are
superseded
GM/RT2100, issue three, October 2000 All 05 March 2011
Structural Requirements for Railway Vehicles
GM/RT2101, issue one, May 1996 5.1.7 05 March 2011
Requirements for the Design, Construction, Test
and Use of the Tanks of Rail Tank Wagons
GM/RT2160, issue three, April 2008 Part 3 05 March 2011
Environment Inside Railway Vehicles (Audibility of
Detonators and Control of Pressure Pulses)
GM/RT2162, issue one, November 1995 4.2, 5.5 and 5.7 05 March 2011
Traincrew Access to and Egress from Railway
Vehicles
GM/RT2190, issue two, February 2004 4.1 – 4.5 05 March 2011
Requirements for Rail Vehicle Mechanical and inclusive, 4.7
Electrical Coupling Systems and 4.8.

GM/RT2260, issue three, August 2004 All 05 March 2011

Design for Recovery of Rail Vehicles
GM/RT2456, issue two, April 2002 All 05 March 2011
Structural Requirements for Windows and
Windscreens on Railway Vehicles

Page 2 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Superseded documents Sections Date when

superseded sections are
superseded
GM/RT2457, issue one, April 2000 All 05 March 2011
Structural Requirements for Doors and Gangways
on Railway Vehicles
GM/RT2463, issue one, February 2003 All 05 March 2011
Design and Operation of Wheelskates
AV/ST9001, issue one, February 2002 All 05 March 2011
Vehicle Interior Crashworthiness

Other parts of GM/RT2160, issue three, are superseded by GM/RT2160, issue four,
Environment Inside Railway Vehicles (Audibility of detonators).

Other parts of GM/RT2162, issue one, are superseded by GM/RT2162, issue two,
Traincrew Access to and Egress from Railway Vehicles.

Other parts of GM/RT2190, issue two, are superseded by GM/RT2190, issue three,
Compatibility Requirements for Rail Vehicle Couplings and Interconnectors.

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.

RSSB Page 3 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Contents
Section Description Page

Part 1 Purpose and Introduction 6

1.1 Purpose 6
1.2 Introduction 6

Part 2 Structural Requirements for Rail Vehicles 8

2.1 Common structural requirements 8

Part 3 Structural Requirements for Rail Vehicle Bodies 11

3.1 Structural requirements for all vehicle types 11
3.2 Requirements for equipment attached to vehicle bodies 11
3.3 Requirements for vehicles carrying passengers, personnel or traincrew 12
3.4 Requirements for freight vehicles 12

Part 4 Structural Elements for Bogies and Suspension 14

4.1 Bogies and running gear 14
4.2 Body to bogie attachments 15
4.3 Equipment attached to bogie frames 16
4.4 Equipment attached to axleboxes 17
4.5 Lifeguards 17

Part 5 Secondary Structural Elements 19

5.1 Common design requirements 19
5.2 Windscreens 19
5.3 Bodyside windows 19
5.4 External vehicle doors 22
5.5 External steps, external grab rails and external handles 22
5.6 Inter-vehicle gangways 23

Part 6 Rail Vehicle Elements Interfacing with Passengers and Traincrew 25

6.1 Vehicle interior design requirements 25
6.2 Seats for passengers, personnel or traincrew 28
6.3 Fixed tables 30
6.4 Folding seat back tables 31
6.5 Interior doors, glazing and partitions 31
6.6 Grab handles, poles, rails and hand holds 32
6.7 Interior fixtures and fittings 33
6.8 Luggage stowage 34
6.9 Cabs 34

Part 7 Aerodynamic Rail Vehicle Loads 36

7.1 Vehicle resistance to aerodynamic loads 36
7.2 Generation of pressure pulses by vehicles 37
7.3 Aerodynamic loads acting on traincrew and passengers 37

Part 8 Mechanical Coupling of Rail Vehicles 38

8.1 Design requirements for coupling systems 38
8.2 Design requirements for drawgear 39
8.3 Design requirements for buffers 39
8.4 Design requirements for rescue and recovery coupling systems 39

Part 9 Lifting, Jacking, Recovery and Emergency Movement of Rail

Vehicles 41
9.1 Design requirements for safe lifting of rail vehicles 41

Page 4 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

9.2 Lifting and jacking points 41

9.3 Wheelskates 43

Part 10 Application of this document 46

10.1 Application - infrastructure managers 46
10.2 Application - railway undertakings 46
10.3 Health and safety responsibilities 46

Appendices 47
Appendix A Derivation of Load Cases from Test or Service Data 47
Appendix B Bodyside Windows - Small Missile Test Procedure 48
Appendix C Bodyside Windows - Passenger Containment Test Procedures 50
Appendix D Bodyside Windows - Pressure Pulse Test Procedure 52
Appendix E Dynamic Test Procedures for Passenger Seats or Tables 55
Appendix F Test Procedure for Cab Seat Zone 58
Appendix G Preparation and Setting Up Procedures for Anthropomorphic Test
Devices (ATDs) 60
Appendix H Injury Criteria and Survival Space 64
Appendix J Symbols for Lifting / Jacking Points 69

Definitions 71

References 76

Tables
Table 1 Maximum speeds for vehicles fitted with wheelskates 45

RSSB Page 5 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Part 1 Purpose and Introduction

1.1 Purpose
1.1.1 This document mandates requirements for the design and integrity of rail vehicles
structures for both primary and secondary structures, including interior
crashworthiness.

1.2 Introduction
1.2.1 Background
1.2.1.1 The implementation of the Technical Specifications for Interoperability (TSIs)
mandated through a series of European Union Directives has resulted in a review
of all requirements set out in Railway Group Standards.

1.2.1.2 Under the Strategy for Standards Management, RSSB has given a commitment
to review all of its standards with a view to mandating only those requirements
that define the interface and the need for co-operation between different
categories of duty holder to manage risk safely.

1.2.1.3 A review of the requirements set out in a suite of standards associated with rail
vehicle structures has resulted in a revised Railway Group Standard on this topic.

1.2.1.4 This document only mandates those requirements that satisfy one or more of the
following:

a) Requirements that define the interface and the need for co-operation
between different categories of duty holder to manage risk safely.

b) Requirements that are necessary to support an open point in a TSI and

meet an essential requirement of the relevant EU Directive.

c) Requirements that are necessary for interworking on non-TSI conforming

GB infrastructure.

1.2.2 Principles
1.2.2.1 This document is based on the principles set out in the Railway Safety Principles
and Guidance Part 1, which states that railway vehicles shall be designed,
manufactured and maintained to ensure that as far as reasonably practicable:

a) The safety of occupants is maintained under both normal operating

conditions and abnormal conditions such as heavy shunts, derailments and
collisions.

b) The vehicle interior design controls the risk of injury to occupants in the
event of a collision or derailment.

c) The containment of passengers and traincrew inside a vehicle in the event

of a collision is maximised.

d) Structural integrity is maintained over the life of the vehicle and risks due to
fatigue failure are controlled.

e) Equipment and components remain attached in the event of heavy shunts,

derailments and collisions.

f) The vehicle can be safely coupled and for maintenance and recovery
safely jacked or lifted.

Page 6 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

1.2.3 Support to essential requirements

1.2.3.1 The EU Directives applicable to Interoperability mandate that each TSI is required
to address a number of essential requirements. In supporting specific open
points in Rolling Stock TSIs, in particular the as yet unpublished Conventional
Rail Locomotives and Passenger Rolling Stock TSI, the following essential
requirements are addressed.

1.2.3.2 Directive 2008/57/EC of the European Parliament and of the Council of

17 June 2008 on the interoperability of the rail system within the community
contains within Annex 3, Essential Requirements, the following relevant essential
requirement:

2.4.1 paragraph 1
The rolling stock structures and those of the links between vehicles must be
designed in such a way as to protect the passenger and driving compartments
in the event of collision or derailment.

1.2.4 Supporting documents

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

GM/GN2685 Guidance on Lifting, Jacking, Recovery and Emergency

Movement of Rail Vehicles

GM/GN2686 Guidance on Rail Vehicle Bodyshell, Bogie and Suspension

Elements

GM/GN2687 Guidance on Rail Vehicle Interior Structure and Secondary

Structural Elements

GM/GN2688 Guidance on the Structural Design of Rail Freight Wagons

including Rail Tank Wagons

GM/GN2689 Guidance on Mechanical Coupling of Rail Vehicles

RSSB Page 7 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Part 2 Structural Requirements for Rail Vehicles

2.1 Common structural requirements
2.1.1 Vehicle condition and loading
2.1.1.1 Vehicles shall meet the requirements of this document over the full range of
variations in vehicle condition that are likely to be experienced.

2.1.1.2 Account shall be taken of variations due to vehicle dimensional and mass
tolerances, variations and asymmetries in payload, variations in vehicle
maintenance condition, potential for corrosion, effects due to material ageing and
any other relevant variables.

2.1.1.3 It is permissible for load cases derived from test, service or simulation data in
accordance with Appendix A to be used to support or to replace the loads
specified in this document where technically justified.

2.1.1.4 Railway vehicle structures shall be designed, manufactured and maintained using
materials suitable for an external temperature range of -20°C to +40°C.

2.1.1.5 The general criteria set out in this section shall apply unless specific criteria are
set out elsewhere in this document.

2.1.2 Structural material properties

2.1.2.1 The suitability of structural materials (for example, the suitability of properties
such as yield stress, tensile strength and elongation) shall be demonstrated by
conformity with the requirements for structural material properties set out in the
Euronorms mandated by this document. Where no requirements are set out in
the Euronorms mandated by this document, the suitability of structural material
properties shall be demonstrated by, in order of preference:

a) Conformity with an applicable Euronorm (EN).

b) Conformity with a British Standard (BS).

c) Conformity with another applicable national or international standard

available in English (for example a Deutsches Institut für Normung (DIN)
standard or an International Organization for Standardization (ISO)
standard).

d) Evidence of established and successful use in other comparable railway

vehicle structures.

e) Test data, evidence from other applications or a combination to

demonstrate that the structural properties are sufficiently well understood
to allow reliable predictions to be made of performance under fatigue, proof
and ultimate load conditions.

2.1.3 Structural failure

2.1.3.1 Structures shall be designed to ensure that, as far as is reasonably practicable,
catastrophic failure does not occur, for example by rupture or gross instability,
until the proof load conditions are exceeded by a significant margin. This shall be
demonstrated by achieving the proof and ultimate load reserve factors set out
2.1.5 and 2.1.6.

2.1.3.2 Structures shall be designed to achieve their required fatigue life with a survival
probability of at least 97.5%, when subjected to the cyclical loads associated with
normal operation.

Page 8 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

2.1.4 Demonstration of structural integrity

2.1.4.1 The satisfactory performance of railway vehicle structures and structural
elements shall be demonstrated by calculation, testing, comparison with
documented established practice on other vehicles or a combination of these
methods.

2.1.4.2 In order to allow for uncertainties associated with methods of calculation and also
for the consequences of failure, all proof or service load calculations or test
results shall achieve the proof and ultimate load reserve factors as set out in
2.1.5 and 2.1.6.

2.1.4.3 Where an ultimate load is directly specified, an additional ultimate load reserve
factor as set out in 2.1.6 shall not be applied.

2.1.5 Proof load reserve factor

2.1.5.1 The proof load reserve factor is defined as the allowable material proof stress
divided by the calculated or measured stress for a given proof load case. The
following requirements shall be satisfied:

a) Where there is to be no experimental verification, the proof load reserve

factor shall not be less than 1.15.

b) Where there is to be experimental verification, it is permissible to reduce

the proof load reserve factor to 1.0.

c) For glass or materials with similar characteristics the proof load reserve
factor shall be equal to the ultimate load reserve factor and shall not be
less than 1.5.

2.1.5.2 When determining the proof load reserve factor, where calculations predict
relatively high localised stresses or ‘hot spots’, it is permissible for these stresses
to be partially or fully discounted where it can be demonstrated that there will be
no significant permanent deformation when the load is removed.

2.1.5.3 A localised proof load reserve factor less than 1.15 but greater than 1.0 shall be
acceptable if it can be demonstrated that the required ultimate load reserve factor
is achieved by means of detailed non-linear calculations or localised testing to
validate the predicted structural performance.

2.1.5.4 Where structural elements, such as bodyside windows of glass or similar

material, can be considered to form part of a primary structure, these elements
shall not be included in the determination of the proof load capacity.

2.1.6 Ultimate load reserve factor

2.1.6.1 The ultimate load reserve factor is defined as the material ultimate tensile stress
divided by the calculated or measured elastic stress for a given proof load case.
Either of the following requirements shall be satisfied:

a) The ultimate load reserve factor shall not be less than 1.5 for calculated or
measured elastic stresses.

Or

b) It is demonstrated by means of detailed non-linear calculations, testing or a

combination of these that material rupture or failure shall not occur under
the application of the applicable proof load case factored by 1.5.

RSSB Page 9 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

2.1.6.2 Where controlled structural deformation or post-yield energy absorption is

required to satisfy particular structural (see Part 3) or interior crashworthiness
requirements (see Part 6), an ultimate load reserve factor is not required for a
collapse zone or collapsible component provided that:

a) It can be demonstrated that the proof load criteria are satisfied taking
account of material and manufacturing tolerances.

b) Post-yield performance against the requirements for the collapse zone or

collapsible component is demonstrated by detailed non-linear calculations,
testing or a combination of these.

2.1.6.3 Where structural elements such as bodyside windows of glass or similar material,
can be considered to form part of a primary structure, these elements shall not be
included in the determination of the ultimate load capacity.

2.1.6.4 Where an ultimate loadcase is specified, an ultimate load reserve factor is not
required.

2.1.7 Vehicle repair

2.1.7.1 Any structural damage shall be repaired in such a way that the overall structural
integrity is restored to:

a) The same level as for an otherwise identical undamaged vehicle. (It is

permissible for this reference vehicle to be the same vehicle before the
damage occurred.)

Or

b) A level which complies fully with this document.

2.1.7.2 In the event that the original design condition cannot be fully replicated, the repair
shall result in an equivalent level of structural integrity consistent with the
requirements of 2.1.7.1.

Page 10 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Part 3 Structural Requirements for Rail Vehicle Bodies

3.1 Structural requirements for all vehicle types
3.1.1 Rail vehicle body structures shall comply with the requirements of
BS EN 12663-1:2010 or BS EN 12663-2:2010, BS EN 15227:2008 and the
specific requirements set out in Part 3 of this document.

3.1.2 Vehicle payload shall be calculated in accordance with BS EN 15663:2009. As

permitted by BS EN 15663:2009, it is permissible for the vehicle load to be
defined as functions of the reference cases in the standard to accurately
represent actual service conditions appropriate for design purposes.

3.1.3 In accordance with 2.1.1.3 above, it is permissible for alternative load cases to be
used to support or to replace specified loads where this is permitted by
BS EN 12663-1:2010 or BS EN 12663-2:2010.

3.1.4 The fatigue design life for rail vehicle structures or substructures shall be
determined and shall be at least equal to either the design life of the vehicle or a
predetermined maintenance interval at which point the structure shall be
considered to be life expired.

3.2 Requirements for equipment attached to vehicle bodies

3.2.1 Equipment attached to vehicle bodies shall be designed according to the inertia
load values set out in BS EN 12663-1:2010 or BS EN 12663-2:2010 for the
relevant vehicle category unless otherwise set out in this document.

3.2.2 The ultimate strength of the equipment attachments shall be consistent with the
inertia load values set out in BS EN 12663-1:2010 or BS EN 12663-2:2010 or the
maximum mean deceleration levels for the collision scenarios set out in
BS EN 15227:2008, whichever is the greater.

3.2.3 The equipment attachment strength shall be formally assessed unless, for minor
items of equipment, it can be demonstrated that:

a) For a given type or method of attachment, items at or below a given mass

will be securely retained for the acceleration loads specified.

Or

b) A minor item is sufficiently contained or enclosed to prevent it becoming a

potential hazard if detached in the event of a collision or derailment or for
any other reason.

Or

c) Service experience in an equivalent or more demanding environment has

shown the installation to be satisfactory.

3.2.4 Where the failure of an individual mounting could lead to the overload and the
potential sequential failure of adjacent mountings, or where a single mounting is
used and a resulting failure will create a hazardous situation, secondary
fasteners, retention devices or some other equivalent means shall be provided,
taking into account the likelihood of detection of an initial failure when in service
or during maintenance inspections.

3.2.5 Locally generated accelerations, forces and resonances acting within and on
equipment shall be accounted for as well as the specified proof and fatigue inertia
loads.

RSSB Page 11 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

3.2.6 Sources of locally generated accelerations, forces and resonances to be

considered for proof and fatigue loads shall include, but not be limited to:

a) Engines, gearboxes, cooler groups and hydrostatic drives.

b) Body mounted traction motors.

c) Transmission units.

d) Suspension elements (for example dampers, anti-rollbars, traction

linkages).

e) Air compressors.

f) Door operating equipment.

g) Gangways.

h) Air conditioning systems.

3.2.7 The fatigue design life for equipment attachments shall be determined. If the
fatigue design life is less than the design life of the vehicle, this shall be
accounted for in inspection, maintenance and overhaul procedures, whereby life
expired items are replaced.

3.3 Requirements for vehicles carrying passengers, personnel or

traincrew
3.3.1 Structural collapse and prevention of overriding
3.3.1.1 The structural crashworthiness requirements of BS EN 15227:2008 shall apply.
The collision scenarios set out in section 5 of BS EN 15227:2008 shall be applied
in accordance with the crashworthiness design categories set out in section 4 of
BS EN 15227:2008.

3.3.2 Obstacle deflectors

3.3.2.1 The requirements of BS EN 15227:2008 for obstacle deflectors shall apply in
accordance with the crashworthiness design categories set out in section 4 of
BS EN 15227:2008.

3.3.3 Missile protection

3.3.3.1 To resist penetration into the vehicle of missiles or other objects:

a) Forward facing surfaces of vehicles occupied by people shall have an

equivalent impact resistance to that required for the vehicle cab
windscreens (see 5.2).

b) Roofs over areas which are freely accessible to passengers, personnel or

traincrew during normal service shall withstand, without penetration, the
impact of a 100 kg concrete cube with an edge length of 0.36 m dropped
from a height of 3.0 m above the roof. The cube shall be dropped so that a
flat surface hits the roof.

3.4 Requirements for freight vehicles

3.4.1 Applicable standards for freight vehicles
3.4.1.1 The Conventional Rail Freight Wagons TSI (CR WAG TSI) sets out requirements
for freight vehicles intended for operation over the conventional rail
Trans-European Network (TEN).

Page 12 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

3.4.1.2 In the case of freight vehicles for operation exclusively on other routes, these
shall also be designed to comply with the requirements of the CR WAG TSI.

3.4.2 Tank wagons

3.4.2.1 Where a clearance of at least 920 mm from the uncompressed buffer face to the
end of the tank does not exist, tank wagons designed to carry dangerous goods
shall be provided with additional end protection against overriding in the event of
a collision or derailment. Such protection shall:

a) Extend upwards from the buffer centreline for at least 500 mm

b) Minimise the risk of puncturing or damaging the tank end by the provision
of smooth surfaces without sharp edges or corners in areas likely to
contact the tank if the end protection is deflected or deformed in the event
of a collision or derailment.

3.4.3 Barrier and translator vehicles

3.4.3.1 It is permissible for barrier vehicles or translator vehicles, intended solely for the
purpose of permitting trains or units to be hauled by otherwise incompatible
vehicles or locomotives, to be designed to the same structural design criteria as
the hauled vehicles with which they interface.

3.4.3.2 It is permissible for structural criteria permitted by 3.4.3.1 to apply to either the
complete vehicle or locally where required for non-standard or incompatible
drawgear attachment points and associated interfaces on translator vehicles.

3.4.3.3 Compliance with the crashworthiness requirements set out in 3.3 shall not be
required for barrier or translator vehicles, intended solely for the purpose of
permitting trains or units to be hauled by otherwise incompatible vehicles or
locomotives.

RSSB Page 13 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Part 4 Structural Elements for Bogies and Suspension

4.1 Bogies and running gear
4.1.1 Bogie structures
4.1.1.1 The bogie design load cases shall be consistent with both the extreme and
normal service conditions under which the vehicle is required to operate.

4.1.1.2 Bogie design load cases for items of equipment and their attachments that are of
sufficient mass to affect the dynamic behaviour of the bogie shall be determined
from previous experience, testing, simulation, or by a combination of these
techniques.

4.1.1.3 It is permissible to use bogie design load cases used for previous vehicles where
it can be demonstrated that:

a) The new application is directly comparable.

b) Performance in service has been satisfactory in terms of no failures or

unscheduled maintenance.

4.1.1.4 The bogie design load cases set out in 4.3 and 4.4 represent established values
of inertia load for items of equipment outside the scope of 4.1.1.2 and which have
resulted in satisfactory performance for typical conditions. However it shall be
demonstrated that the general requirements have been met for any particular
application.

4.1.2 Proof load cases

4.1.2.1 Bogie structures shall withstand as proof loads all peak forces imposed on them
in service taking full account of the full range of operational conditions likely to be
encountered. Proof load cases to be considered, taking into account the layout
and suspension characteristics of the bogie, shall include, but not be limited to:

a) Maximum dynamic vertical load due to track input.

b) Maximum dynamic vertical load due to low speed derailment.

c) Maximum dynamic vertical load due to abrupt application of payload for

relevant freight vehicles.

d) Maximum lateral load at point of wheel lifting due to overspeeding on a

curve.

e) Loads due to lifting a vehicle / bogie on its side in recovery situations.

f) Maximum dynamic longitudinal load due to shunt / buffing operations

g) Maximum twist load input.

h) Maximum steering load (shear across the frame)

4.1.2.2 Bogie structures shall withstand as proof loads all reaction forces imposed on
them by the proof load cases for bogie mounted and axle mounted equipment.

4.1.2.3 Bogie structures shall withstand as proof loads all reaction forces imposed on
them by the vehicle body and bogie retention proof load cases.

Page 14 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

4.1.3 Fatigue load cases

4.1.3.1 Bogie structures shall achieve their required fatigue life with a survival probability
of at least 97.5%, when subjected to loads representative of operating conditions
when in service. Fatigue load cases to be considered, taking into account the
layout and suspension characteristics of the bogie, shall include, but not be
limited to:

a) Vertical dynamic loads.

b) Lateral dynamic loads.

c) Repeated twist load inputs.

d) Dynamic steering loads (shear across the frame)

4.1.3.2 Each fatigue load case shall be considered as acting separately and the damage
from the individual cases shall be summed.

4.1.3.3 The fatigue design life for bogie structures or substructures shall be determined
and shall be at least equal to either the design life of the vehicle or a
predetermined maintenance interval at which point the structure shall be
considered to be life expired.

4.1.4 Derivation of bogie proof and fatigue load cases from test data
4.1.4.1 It is permissible for load cases derived from test or service data in accordance
with Appendix A to be used to support or to replace the bogie equipment loads
set out in 4.3 and 4.4.

4.2 Body to bogie attachments

4.2.1 Proof load cases
4.2.1.1 As far as is reasonably practicable, bogies shall remain attached to vehicle
bodies during a collision or derailment. To achieve this objective, in addition to
loads resulting from the requirements of 4.1.2, the body to bogie attachments
shall withstand as proof loads the following conditions:

a) The bogie mass subject to a longitudinal acceleration of ±5 g. The relevant

proportion of the maximum vertical body proof load at the secondary
suspension shall be applied simultaneously.

b) The relevant proportion of the fully laden body mass, together with the
associated bogie mass, subject to a lateral acceleration sufficient to lift the
wheels from the rail at one side or the bogie mass subject to a lateral
acceleration of 1 g, whichever is the greater.

c) A compressive vertical load of the fully laden body mass subject to an

acceleration of 2 g.

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

4.2.1.2 For locomotives and vehicles in rigidly coupled rakes the longitudinal load shall
be the bogie mass subject to an acceleration of ±3 g.

4.2.2 Ultimate load case

4.2.2.1 The body to bogie attachment shall withstand as ultimate loads the longitudinal
decelerations and forces imposed by the collision scenarios set out in 3.3.1.1.

RSSB Page 15 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

4.2.2.2 Body to bogie connection arrangements shall ensure that failure due to overload
occurs in a predictable manner and that the structural integrity of the vehicle body
structure is not reduced.

4.2.3 Fatigue load cases

4.2.3.1 Fatigue loads for body to bogie connections shall be determined in accordance
with Appendix A.

4.2.3.2 The fatigue design life for body to bogie connections shall be determined and be
at least equal to either the design life of the vehicle or a predetermined
maintenance interval at which point the items affected shall be considered to be
life expired.

4.3 Equipment attached to bogie frames

4.3.1 Proof load cases
4.3.1.1 Except for items of equipment in the scope of 4.1.1.1, items of equipment and
their mountings shall withstand as proof loads, the inertia forces associated with
the following accelerations:

a) Vertical ±20.0 g at the wheelset centreline, ±10.0 g at the bogie centreline.

Values at other positions shall be obtained by linear interpolation or
extrapolation.

b) Transverse ±10.0 g at the wheelset centreline, ±5.0 g at the bogie

centreline. Values at other positions shall be obtained by linear
interpolation or extrapolation.

c) Longitudinal ±5.0 g or ±3.0 g according to the criteria set out in 4.2.1.

4.3.2 Fatigue load cases

4.3.2.1 Except for items of equipment in the scope of 4.1.1.1, items of equipment and
7
their mountings shall be assessed assuming a fatigue life of not less than 10
cycles with a survival probability of at least 97.5 %, under the inertia forces
associated with the following accelerations:

a) Vertical ±6.0 g at the wheelset centreline, ±3.0 g at the bogie centreline.

Values at other positions shall be obtained by linear interpolation or
extrapolation.
b) Transverse ±5.0 g at the wheelset centreline, ±2.5 g at the bogie
centreline. Values at other positions shall be obtained by linear
interpolation or extrapolation.
c) Longitudinal ±2.5 g.

4.3.2.2 The fatigue design life for items of equipment and their mountings shall be
determined and be at least equal to either the design life of the vehicle or a
predetermined maintenance interval at which point the items affected shall be
considered to be life expired.

4.3.3 Locally generated accelerations, forces and resonances

4.3.3.1 The accelerations set out in 4.3.1 and 4.3.2 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.

Page 16 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

4.3.3.2 Locally generated accelerations, forces and resonances to be considered shall

include, but not be limited to, the effects of:

a) Traction motors.

b) Traction gearboxes, final drive units or drive couplings.

c) Brake equipment.

d) Suspension components or actuators.

e) Shoegear (if applicable).

4.4 Equipment attached to axleboxes

4.4.1 Proof load cases
4.4.1.1 Items of equipment attached to axleboxes, together with their mountings, shall
withstand, as proof loads, the inertia forces associated with the following
accelerations acting at the axle centreline. Values at other positions shall be
derived using the characteristics of the suspension system:

a) Vertical ±70.0 g.

b) Transverse ±10.0 g.

c) Longitudinal ±10.0 g.

4.4.2 Fatigue load cases

4.4.2.1 Items of equipment attached to axleboxes, together with their mountings, shall be
7
assessed assuming a fatigue life of not less than 10 cycles with a survival
probability of at least 97.5%, under the inertia forces associated with the following
accelerations acting at the axle centreline. Values at other positions shall be
derived using the characteristics of the suspension system:

a) Vertical ±25.0 g.

b) Transverse ±5.0 g.

4.4.2.2 The fatigue design life for items of equipment attached to axleboxes, together
with their mountings shall be determined and be at least equal to either the
design life of the vehicle or a predetermined maintenance interval at which point
the items affected shall be considered to be life expired.

4.4.3 Locally generated accelerations, forces and resonances

4.4.3.1 The accelerations set out in 4.4.1 and 4.4.2 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.

4.4.3.2 The accelerations specified shall be factored if necessary to take into account
any force variation effects due to the particular primary suspension arrangement.

4.5 Lifeguards
4.5.1 All leading bogies shall be fitted with lifeguards, as stipulated below, with the aim
of reducing as far as is reasonably practicable the risk of derailment due to
impact by small obstacles on the rails.

RSSB Page 17 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

4.5.2 A lifeguard shall be:

a) Made of a ductile material.

b) Able to resist a sustained concentrated proof load of at least 20 kN applied

at its bottom edge horizontally and in a longitudinal direction towards the
adjacent wheel, and during deformation beyond the proof load, able to
resist an ultimate load of at least 35 kN.

c) Able to resist the proof load set out in b) combined with a transverse load,
in either direction, of at least 10 kN.

d) Designed so that, as the load in b) or c) is increased up to the ultimate or

maximum dynamic load that it can sustain during impact with the obstacle,
it deforms plastically to absorb as much additional energy as reasonably
practicable.

e) Designed so that, during and after deformation due to the loads specified, 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) Designed so that, under the conditions described above, it remains

securely attached to the bogie.

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

4.5.4 If mounted on a bogie frame or mounted on an axlebox, the lifeguard and its
attachments shall be:

a) Capable of withstanding the applicable proof loads.

b) Capable of withstanding without failure the inertia forces associated with all
applicable fatigue accelerations.

4.5.5 The accelerations specified shall be factored if necessary to take into account
any force magnification due to the particular primary suspension arrangement.

4.5.6 Lifeguards shall be positioned as close as reasonably practicable to the rail head
taking into account wheel wear, suspension movements, suspension wear and
assembly tolerances.

Page 18 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Part 5 Secondary Structural Elements

5.1 Common design requirements
5.1.1 All secondary structural elements, together with all mounting attachments, fixings
and surrounding vehicle structure shall, in addition to the particular loads set out
below, comply with the proof, ultimate and fatigue load requirements specified for
vehicle body mounted equipment (see 3.2).

5.2 Windscreens
5.2.1 Windscreen structural requirements
5.2.1.1 Any predominantly forward facing window which in normal service operation may
be positioned at the leading end of a train behind which traincrew, personnel or
passengers may be located shall satisfy the structural requirements for
windscreens.

5.2.1.2 At intermediate ends of fixed formation units, any predominantly forward or rear
facing window, behind which passengers, personnel or traincrew may be located
in normal service, shall be considered to be a bodyside window.

5.2.1.3 The strength of windscreen fixings and the complete windscreen installation shall
be consistent with the strength and impact requirements for the windscreen.

5.2.2 Impact resistance for vehicle windscreens

5.2.2.1 The requirements for impact resistance and spalling set out in BS EN 15152:2007
shall apply for all vehicle windscreens.

5.2.3 Windscreen aerodynamic loads

5.2.3.1 A windscreen together with all mounting attachments, fixings and surrounding
vehicle structure shall withstand without failure the aerodynamic loads set out in
Part 7.

5.3 Bodyside windows

5.3.1 Bodyside window requirements
5.3.1.1 All bodyside windows for vehicles carrying passengers, personnel or traincrew, in
areas which are freely accessible during normal service, shall have at least one
pane of laminated safety glass, or other material with equivalent or superior
structural properties. The requirements for sleeper vehicles are set out in 5.3.1.3.

5.3.1.2 For refurbishment of existing vehicles where due to limitations imposed by the
window frame design or the underlying vehicle structure it is not possible to
achieve full compliance, the requirements of 5.3 shall be applied as far as it is
reasonably practicable.

5.3.1.3 For dedicated sleeper vehicles the following requirements shall apply:

a) Means shall be provided to allow compartment and corridor windows to be

safely removed or opened in an emergency to allow passenger escape
from the vehicle.

b) For existing vehicles it is permissible, even if otherwise subject to the

requirements of 10.2.1.3, for the windows to be breakable using a suitable
hammer or other device to allow passenger escape in an emergency.

RSSB Page 19 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

5.3.1.4 Where double glazed units are fitted, it is permissible for one pane to be of
toughened safety glass. When installed in the vehicle the laminated safety glass
pane shall always be fitted on the side of the unit forming part of the vehicle
interior.

5.3.1.5 Where double glazed units incorporate toughened glass either:

a) A means of easily recognisable identification in English shall be provided

on both the interior and exterior of the window to distinguish between
laminated or toughened safety glass in order to show that windows are
correctly fitted along the bodyside of the vehicle

Or

b) The double glazed unit and its mounting to the vehicle shall be designed to
prevent incorrect installation.

5.3.2 Window design requirements

5.3.2.1 Glass shall be manufactured in accordance with BS 857:1967 or an equivalent
specification.

5.3.2.2 Bodyside window fixings and the complete bodyside window installation shall be
consistent with the strength and impact requirements for the bodyside window set
out in 5.3.3 to 5.3.5.

5.3.2.3 Bodyside window systems representative of production quality and construction

shall be tested as required below (see 5.3.4 to 5.3.6). Where a vehicle or unit is
fitted with a number of different sized windows to an otherwise common design, it
is permissible for impact, containment and pressure pulse testing required in
accordance with Appendices B, C and D to be undertaken on only the largest
window unit.

5.3.2.4 Impact, containment and pressure pulse testing required in accordance with
Appendices B, C and D of this document is not required where either the height
or width is less than 300 mm for window units or window unit subassemblies if the
Bodyside window is subdivided.

5.3.2.5 Where a window unit or window unit type has already been tested in accordance
with Appendices B, C and D of this document, additional testing for a new
installation shall not be required if it can be demonstrated that the following
conditions are satisfied:

a) The window unit design and mounting arrangements are mechanically

equivalent to those for which test data has been obtained.

b) The window unit installation and corresponding vehicle structure can

satisfactorily resist all structural loads from the series of tests for which
data has been obtained.

5.3.3 Bodyside window structural requirements

5.3.3.1 Bodyside windows, when installed in a vehicle, shall remain fully serviceable after
the application over the full surface area of the following loads:

a) The aerodynamic loads set out in Part 7.

b) For all windows in areas accessible to passengers, personnel or traincrew,

with the exception of cabs, a sustained pressure of 6 kPa from inside the
vehicle.

Page 20 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

c) For external door windows, the sustained pressure loads specified for the
door assembly (see 5.4.2).

d) For cab side windows, a sustained pressure of 3 kPa from inside the
vehicle.

5.3.3.2 If a bodyside window pane is damaged by impact, the risk of injury to vehicle
occupants from any spalling of the inner surface shall be controlled. This
objective shall be deemed to be satisfied by demonstrating that, when windows
are tested in accordance with Appendices B and C:

a) For the small missile tests (see Appendix B), the total amount of spall does
not exceed 40 g.

b) For the sequence of containment tests (see Appendix C), the total amount
of spall for the steel ball impact test (see Appendix C.5) does not exceed
10 g.

5.3.3.3 If a bodyside window pane is damaged by impact, the risk of detachment from the
outer surface of pieces, with the consequent risk of injury for people outside the
vehicle, shall be controlled. For double glazed bodyside window units, this shall
be demonstrated by satisfactory testing in accordance with the requirements of
Appendix D.

5.3.4 Laminated safety glass bodyside window and window unit loads and impact
resistance
5.3.4.1 To demonstrate resistance to small missiles, a laminated safety glass bodyside
window pane or a double glazed window unit incorporating laminated safety glass
shall resist without penetration into the vehicle, the impact of a solid steel ball
weighing 0.25 kg travelling at a speed of 100 km/h when tested in accordance
with the requirements of Appendix B.

5.3.4.2 When tested in accordance with Appendix C, a bodyside window or window unit,
with the exception of cab bodyside and cab door windows, using laminated safety
glass shall demonstrate acceptable containment performance by withstanding the
following sequence of loads:

a) The external impact of a solid steel ball weighing 5 kg travelling at a speed

of
34 km/h.

This shall be followed by:

b) A 50 kg pendulum internal impact from a height of 1200 mm.

And then it shall be followed by:

c) A concentrated perpendicular internal load of 0.8 kN applied over an area

of 0.1 m x 0.1 m on the surface at the window centre.

5.3.4.3 For cab bodyside and cab door windows acceptable performance shall be
demonstrated only against the requirements of 5.3.4.2 a) when tested in
accordance with the applicable parts of Appendix C.

5.3.5 Toughened safety glass bodyside window impact resistance

5.3.5.1 Where these are permitted, toughened safety glass bodyside window units shall
withstand without penetration the impact of a solid steel ball weighing 0.25 kg
travelling at a speed of 50 km/h when tested in accordance with the requirements
of Appendix B.

RSSB Page 21 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

5.3.6 Bodyside window emergency access

5.3.6.1 Testing shall be undertaken to demonstrate that the time to create an opening
suitable for access shall not exceed 2 minutes, using tools typically available to
rescue services.

5.3.6.2 Test samples shall be mounted at a height corresponding to the nominal relative
height of the installed bodyside window from a standard station platform.

5.4 External vehicle doors

5.4.1 External vehicle door design requirements
5.4.1.1 The strength of door frames, door locks and associated equipment shall be
compatible with the strength of the doors.

5.4.2 External vehicle door loads

5.4.2.1 External vehicle doors and their mountings shall withstand the following separate
proof load cases without significant permanent deformation or loss of normal
function:

a) A concentrated perpendicular load of 2.5 kN applied over an area of

0.1 m x 0.1 m, acting from within the vehicle. The structure shall be
capable of withstanding this load at any position on the surface of the door.

b) An external surface pressure load of 2.5 kPa.

c) The inner surface pressure load of 2.5 kPa, applied over the internal
surface of the door plus a concentrated perpendicular load, acting from
within the vehicle, of 0.8 kN applied over an area of 0.1 m x 0.1 m. The
structure shall be capable of withstanding the concentrated load at any
position on the surface of the door.

5.4.2.2 In the case of vehicles with a maximum speed in excess of 125 mile/h or
pressure sealing, an appropriate quasi-static aerodynamic pressure load shall be
determined according to the requirements set out in Part 7.

5.4.2.3 External doors shall withstand as an ultimate load case a sustained pressure of
6 kPa over its internal surface. It shall not be necessary for the door and
associated components to remain operational after the application of this load.

5.4.2.4 Direct access external doors exclusively for use by traincrew or personnel for
access and egress and only accessible by them in normal operation shall
withstand as an ultimate load case a sustained pressure of 3 kPa over its internal
surface. It shall not be necessary for the door and associated components to
remain operational after the application of this load.

5.4.2.5 External doors shall withstand without significant permanent deformation or loss
of normal function the transient aerodynamic load requirements set out in
Part 7.

5.5 External steps, external grab rails and external handles

5.5.1 Structural requirements
5.5.1.1 A step shall withstand a concentrated downward vertical proof load of 2 kN,
applied over an area of 100 mm x 200 mm. The structure shall be capable of
withstanding the concentrated load at any position on the step surface.

5.5.1.2 A step shall withstand a uniformly distributed downward vertical proof load of
4 kN per metre over its length, without significant permanent deformation.

Page 22 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

5.5.1.3 External grab rails or handles shall withstand a perpendicular proof load of 1.7 kN
applied at any point along its length without significant permanent deformation.

5.5.1.4 External handles on external doors shall withstand a downward vertical proof load
of 1.7 kN without significant permanent deformation. For external handles which
rotate, the proof load shall be applied with the handle in the worst case
position(s).

5.5.1.5 Step materials and surfaces shall be slip resistant.

5.6 Inter-vehicle gangways

5.6.1 Structural requirements
5.6.1.1 A gangway, including all its flexible elements, shall remain stable and provide a
safe passageway between vehicles. Compliance with the following requirements
of 5.6.1 shall be deemed to satisfy these objectives for conventional gangways.
Requirements for open wide gangways are an ‘open point’.

5.6.1.2 In service, gangway movement shall not expose any gaps, crevices or openings
where passengers or traincrew could be caught, trapped or become injured by
crushing or pinching.

5.6.1.3 Gangway loads, and where appropriate combinations of loads, shall be identified
taking full account of the following conditions:

a) Kinematic and dynamic movements due to operation in passenger service

taking account of:

i) Vehicle speed.

ii) Vehicle loads.

iii) Relative displacement between vehicles, including where applicable

variations due to inflated and deflated suspensions on adjacent
vehicles.

iv) Combinations of horizontal and vertical curvature.

v) Cant deficiency and cant excess conditions, including where

applicable effects due to tilt systems.

vi) Differences between vehicles due to wheel wear or vehicle set up or

vehicle and suspension tolerances.

b) Kinematic and dynamic movements due to low speed operation in sidings

and depots.

c) Aerodynamic forces due to pressure transients created by other trains, by

lineside structures and by passage through tunnels.

5.6.1.4 A gangway shall withstand without significant permanent deformation the

following proof loads:

a) A pressure load of 6 kPa on the standing floor area.

b) A concentrated perpendicular load, acting from within the gangway, of

0.8 kN applied over an area of 0.1 m x 0.1 m acting on the surface of the
side walls. The gangway structure shall be capable of withstanding the
concentrated load at any position.

RSSB Page 23 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

5.6.1.5 A gangway shall withstand without significant permanent deformation as a proof

load a differential pressure between the inside and outside of the gangway of
±2.5 kPa. In the case of vehicles with a maximum speed in excess of
125 mile/h, or pressure sealing, an appropriate quasi-static aerodynamic
pressure load shall be determined according to the requirements set out in Part 7.

Page 24 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Part 6 Rail Vehicle Elements Interfacing with Passengers

and Traincrew
6.1 Vehicle interior design requirements
6.1.1 General requirements
6.1.1.1 The requirements of Part 6 apply to all vehicle interior elements and aspects of
passenger vehicles that interface with personnel or traincrew, subject to the
following considerations set out in 6.1.1.2 to 6.1.1.5.

6.1.1.2 For new designs of vehicle the requirements shall apply in full. Where additional
vehicles of an existing design are added to an existing fleet, or vehicles are built
to replace damaged vehicles, it is permissible to comply with the original
specifications and standards.

6.1.1.3 It is permissible to make changes or enhancements to a vehicle interior or to a

distinct area of the interior using items to the same design standard as the
existing vehicle interior where it can be demonstrated that the level of safety is at
least maintained.

6.1.1.4 Where panelling, partitions, doors, grab rails, grab poles or other items are
substituted or added, the substitute or additional items shall, as far as reasonably
practicable, comply with the relevant requirements in Part 6.

6.1.1.5 For refurbishment of existing vehicles, and where a reasonable opportunity

exists, the requirements shall apply in full to all areas where the vehicle interior is
essentially removed and replaced with a new design. Where due to limitations
imposed by the underlying primary vehicle structure, it is not possible to achieve
full compliance, the requirements of Part 6 shall be applied as far as it is
reasonably practicable.

6.1.2 Dynamic testing, computer simulations and calculations

6.1.2.1 It is permissible to undertake computer simulations and calculations in place of
dynamic testing where it can be demonstrated that the models used are validated
against directly comparable test data for a rail vehicle interior. As a minimum, it
shall be demonstrated that:

a) Validated computer models of the anthropomorphic test devices (ATDs)

are used.

b) The models used for seats, tables or other fixtures are validated by testing
or calculation.

c) The results obtained exhibit good correlation with existing test data for
equivalent conditions.

6.1.2.2 Reference to dynamic testing within Part 6 therefore includes the use of
simulation or calculation methods set out in 6.1.2.1.

6.1.3 Existing component test results

6.1.3.1 Where an item has already been dynamically tested in accordance with this
document or in accordance with AV/ST9001 which is superseded by this
document, additional testing for a new installation shall not be required if it can be
demonstrated that all of the following conditions are satisfied:

a) The proposed layout in terms of occupant safety is equivalent or better

than the arrangements previously tested.

RSSB Page 25 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

b) Dynamic load data has been obtained from the original test series to define
the dynamic load requirements for the item’s installation, attachment points
and fixings.

c) The item’s fixings and corresponding vehicle structure can resist all loads
resulting from static proof and dynamic collapse loads.

d) The item’s design and mounting arrangements are mechanically equivalent

to those for which test data has been obtained.

6.1.4 Security of furniture, equipment and features

6.1.4.1 Except for trolleys being used for the provision of an at-seat service (see 6.7.5),
there shall be no loose items of furniture or equipment.

6.1.4.2 All interior panelling, furniture, equipment, access panels or other features shall
comply with the requirements of 3.2 and Part 2.

6.1.4.3 Proof acceleration loads for seats, tables, body mounted interior panelling, fittings
or equipment shall exclude loads due to passengers or luggage. Specific load
requirements relating to passengers and luggage are set out in 6.2 and 6.8.

6.1.5 Structural energy absorption and collapse

6.1.5.1 Seat assemblies, tables, and interior fixtures shall satisfy the following
requirements under the proof, ultimate and, where applicable, dynamic load
conditions specified in this document:

a) Elements that form part of a primary load path shall include ductile
materials to ensure that the complete structure exhibits post-yield plasticity
and energy absorption, when loaded beyond the specified proof loads.

b) All attachments to the primary structure shall remain intact for all load
conditions specified in this document.

c) A continuous load path shall be maintained under all load conditions

specified in this document without abrupt changes in force levels due to for
example buckling, snap-through or fracture.

d) No sharp objects or fracture surfaces are produced which are likely to

cause injury.

6.1.5.2 For seats and tables, after application of a specified proof load, it is permissible
for any permanent deformation to be of greater magnitude than would normally
be considered to be acceptable, subject to the following conditions being
satisfied:

a) The item is dynamically tested in accordance with 6.2.4 (seats) and 6.3.2
(tables) and satisfies all dynamic test requirements for structural strength
and passenger injury.

b) The permanent deformation is the result of post-yield plastic deformation.

c) All structural attachments to primary structure and any joints or

connections within the seat or table assembly, do not show any local
deformation or strain that could affect the integrity of the attachments,
connections or joints.

Page 26 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

6.1.6 Areas subject to secondary impact

6.1.6.1 Areas of a vehicle interior which are accessible to passengers, personnel or
traincrew in normal service shall be assessed for potential injury due to
secondary impact in the event of a collision or derailment. The secondary impact
assessment shall include but not be limited to:

a) Parts of seats, tables and drivers desks outside the scope of dynamic
testing requirements (see 6.2, 6.3 and 6.9).

b) Panels and panel edges.

c) Controls, instruments, switches and indicators (for example driver’s desks

and guards panels).

d) Equipment cubicles or housings

e) Passenger information displays, screens, loudspeakers.

f) Luggage racks and luggage stacks.

g) Minor items (for example coat hooks, poster frames, magazine racks,
light-stick boxes, small equipment housings).

6.1.6.2 The secondary impact assessment shall demonstrate that the risk of injury due to
secondary impact is controlled, for impacts in the longitudinal, vertical and lateral
directions or combinations of these, by ensuring that as far as reasonably
practicable interior surfaces control or eliminate injury risk due to:

a) Sharp points.

b) Sharp corners.

c) Protrusions or recesses.

d) Abrupt changes of contour.

e) Abrupt changes of stiffness (for example locally rigid areas on panelling).

6.1.6.3 It is permissible for the secondary impact assessment to take into account the
following considerations:

a) The probability of secondary impact occurring due to the location of a given

item.

b) Functional requirements (for example statutory requirements for handrails).

c) Likely use and occupancy of any given part of the interior (for example
second man’s position in cabs).

6.1.6.4 Where items of toughened safety glass are incorporated in a fixture or fitting,
secondary impact shall also be assessed assuming that the glass had been
broken before impact.

RSSB Page 27 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

6.2 Seats for passengers, personnel or traincrew

6.2.1 General requirements for seats (see 6.2.5 for tip-up seats)
6.2.1.1 Seats, seat mountings and their fixings through to primary structure shall be
designed to withstand without significant permanent deformation the following
proof loads:

a) A vertical load of 2000 N applied downwards over an area of 380 mm wide

by 200 mm deep located centrally on the seat cushion.

b) Longitudinal loads of ±1500 N (relative to the seat) applied over an area of

250 mm wide by 50 mm deep located centrally at the uppermost part of the
seat back. For cab seats it is permissible for only the rear acting load to be
considered.

6.2.1.2 For transverse seats which are wholly or partially attached to the vehicle floor, the
seats, seat mountings and their fixings through to primary structure shall be
designed to withstand as an ultimate load case an inward lateral displacement of
the complete seat assembly of 100 mm. For the purposes of testing or
calculation, for seats with bodyside attachments, it is permissible to apply the
lateral load through the bodyside attachment points to achieve the required
deflection. In the case of wholly floor mounted seats it is permissible to displace
the complete seat assembly laterally 100 mm at seat cushion level.

6.2.1.3 In the case of multiple seats, the specified load cases shall be applied
simultaneously on each seat.

6.2.1.4 Where seats are attached directly to partitions or the seat backs are placed
sufficiently close to partitions, luggage stacks or other seat backs to allow them to
be contacted when the seats are loaded, the partition, luggage stacks or adjacent
seats shall withstand without significant permanent deformation all loads that are
transferred from the affected seats.

6.2.1.5 Where luggage stacks or luggage stowage between or behind seats will place
additional loads on seats these potentially additional loads shall be taken into
account, assuming that the luggage areas are filled.

6.2.1.6 Seat cushions, back squabs, headrests or trim shall not become detached or
sufficiently displaced when subjected to the static or dynamic loads set out in this
document to expose sharp edges, sharp points or underlying structures which
have the potential to cause injury if subsequently impacted. Any items that
become exposed as a result of static or dynamic load shall be assessed
according to the requirements of 6.1.6.

6.2.2 Seat armrests

6.2.2.1 Where seat armrests are fitted, they shall withstand:

a) Static proof loads of ±750 N applied in the transverse direction (relative to

the seat) at the free end of the armrest.

b) Static proof loads of 1000 N applied vertically downwards at the free end of
the armrest.

6.2.2.2 It shall be demonstrated that the specified armrest loads can be reacted through
the seat frame including the primary seat fixing points.

6.2.2.3 In the case of multiple seats, for each seat the specified transverse proof loads
shall be applied simultaneously to the armrest corresponding to the direction of
load.

Page 28 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

6.2.3 Transverse passenger seats

6.2.3.1 The seat back shall be continuous and provide support for a normally seated
person. The seat back support shall be sufficient to control the risk of injury due
to rotation of the head when subjected to a rearward acting (relative to the seat)
deceleration. It is permissible to achieve this by either:
th
a) A rearward test in accordance with Appendix E with a 95 percentile male
ATD. The head injury, neck injury and neck rotation criteria set out in
Appendix H shall be satisfied. It is permissible to demonstrate that these
objectives are satisfied in the course of dynamic testing as set out in 6.2.4.

Or

b) Using high backed seats with the top of the seat structure at least 20 mm
th
above the level of the centre of gravity of the head of a 95 percentile male
when seated on a compressed seat cushion.

6.2.3.2 Loads induced under dynamic test conditions shall not cause excessive
deflections which will prejudice the survival space (as set out in Appendix H.8) of
people occupying the seats in front of, and behind, the seat in question.

6.2.4 Dynamic testing requirements for transverse passenger seats

6.2.4.1 For each type or design of seat to be used in a vehicle (for example first class,
standard class), critical seating positions shall be determined for:
th
a) Injury potential for unidirectional seating; projection forward of a 50
percentile male passenger or passengers into the back of the seat or seats
in front.
th
b) Injury potential; rearward projection of a 50 percentile male passenger or
passengers back into their own seats.

c) Dynamic structural integrity; for unidirectional seating, projection forward of

th
a 95 percentile male passenger or passengers into the back of the seat or
seats in front.
th
d) Dynamic structural integrity; rearward projection of a 95 percentile male
passenger or passengers back into their own seats.

6.2.4.2 The determination of critical seating positions shall take into account at least the
following factors, assuming a longitudinal deceleration pulse as set out in
Appendix E:

a) Effects due to variations in nominal seat pitch.

b) For multiple seats, any differences in relative performance between seats,

for example aisle or window positions.

c) Any differences in structural performance between otherwise similar

seating arrangements due to, for example, the presence of adjacent
partitions, luggage stacks, door pockets, adjacent seating arrangements.

d) Any differences in relative passenger position due to local variations in

seating layout (for example due to a door pocket) which alter the
passenger’s trajectory or impact when projected forward into the back of
the seat or seats in front.

RSSB Page 29 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

6.2.4.3 For the critical positions identified, unless the requirements of 6.1.3 are satisfied,
dynamic testing shall be undertaken in accordance with Appendix E to give:

a) For seats identified as critical for injury potential, a satisfactory injury

criteria assessment as set out in Appendix H.1.

b) For seats identified as critical for structural integrity, compliance with the
structural strength and integrity criteria set out in 6.1.4.

6.2.5 Tip-up seats

6.2.5.1 When not in use tip-up seats shall fold away automatically.

6.2.5.2 Tip-up seats shall withstand without significant permanent deformation a vertical
load of 2000 N applied downwards over an area of 380 mm wide by 200 mm
deep located centrally on the seat cushion.

6.2.5.3 Where tip-up seats are attached to partitions which do not form part of the
primary vehicle structure, the partition shall withstand without significant
permanent deformation a rearward acting load of 1500 N (relative to the seat)
applied over an area of 250 mm wide by 50 mm deep located centrally at the
uppermost part of the seat back. If a seat back is not provided, the dimension
from the seat base to the load point applicable for adjacent fixed seats shall be
used.

6.2.5.4 In the case of multiple or grouped tip-up seats, the specified load cases shall be
applied simultaneously on each seat.

6.2.5.5 Tip-up seat cushions, and where applicable back squabs, headrests or trim shall
not become detached or sufficiently displaced when subjected to the loads set
out in this document to expose sharp edges, sharp points or underlying structures
with the potential to cause injury if subsequently impacted. Any items that
become exposed shall be assessed according to the requirements of 6.1.6.

6.3 Fixed tables

6.3.1 General requirements
6.3.1.1 The tables and their fixings shall be designed to withstand without significant
permanent deformation the following static proof loads:

a) 1000 N applied vertically downwards or upwards at any position

b) 1500 N applied horizontally to the edge of the table, in any direction and at
any position on the edge.

6.3.1.2 Fixed tables shall be dynamically tested in conjunction with applicable seating
arrangements, in accordance with the requirements of 6.3.2.

6.3.1.3 In bay seating areas longitudinal passenger impact against a table, under the
dynamic load conditions set out in this document, shall not lead to the loss of
survival space (as set out in Appendix H.8) on the opposite side of the seating
bay. In unidirectional seating where single sided tables are used, there shall be
no loss of survival space for the seat or seats in front.

6.3.2 Dynamic testing requirements for fixed tables

6.3.2.1 For each type or design of table to be used in a vehicle, the critical table and seat
combinations shall be identified for potential passenger injury and dynamic
structural strength taking into consideration the projection forward of a passenger
or passengers into the table edge during a collision or derailment.

Page 30 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

6.3.2.2 Where tables are fitted with hinged flaps or moveable elements to permit access
to seating, both open and closed cases shall be considered and tested, unless it
can be demonstrated that there is a single critical table configuration that can be
identified for both injury criteria and dynamic strength.

6.3.2.3 For the critical positions identified, unless the requirements of 6.1.3 are satisfied,
dynamic testing shall be undertaken in accordance with Appendix E to give:

a) For table and seat combinations identified as critical for injury potential, a
satisfactory injury criteria assessment as set out in Appendix H.1.

b) For table and seat combinations identified as critical for structural integrity,
compliance with the structural strength and integrity criteria set out in 6.1.4.

6.4 Folding seat back tables

6.4.1 Dynamic testing requirements for folding seat back tables
6.4.1.1 Each type or design of folding seat back table shall be dynamically tested in
accordance with Appendix E to demonstrate a satisfactory injury criteria
assessment as set out in Appendix H.1 when the seat back is impacted by the
projection forward of a passenger into the table during a collision or derailment.

6.4.1.2 Folding tables shall be dynamically tested in both the fully deployed and fully
stowed positions.

6.4.1.3 If under dynamic load conditions the seat back table closes, there shall be no
contact between the neck or head of the impacting ATD and the edge of the table
unless, where this occurs, it is shown to be acceptable as part of the injury criteria
assessment set out in Appendix H.1.

6.5 Interior doors, glazing and partitions

6.5.1 Proof loads for interior doors and partitions
6.5.1.1 Interior doors or partitions, in any areas of such items which are not glazed, shall
withstand the following proof loads without permanent deformation:

a) A concentrated perpendicular load of 2.5 kN applied over an area of

0.1 m x 0.1 m at any position on the surface.

b) A pressure of 2.5 kPa applied over the entire surface plus an additional
concentrated perpendicular load of 0.8 kN applied over an area of
0.1 m x 0.1 m at any position on the surface.

6.5.1.2 The proof loads shall be applied to both sides of interior doors independently.

6.5.1.3 The proof loads shall be applied to partition faces which are fully or partly
exposed to the vehicle interior and which could be subject to secondary impact.
Where both faces of a partition are exposed to the vehicle interior the proof loads
shall be applied to each face independently.

6.5.1.4 Where partitions are fitted with trim panels, it is permissible for the specified proof
loads acting on the trim panels to be considered as ultimate loads for these items.

6.5.2 Interior glazing

6.5.2.1 Where glass is used in the construction of glazed saloon partitions, doors and
draughtscreens and where glass panels are used in the construction of luggage
racks or luggage stacks, the glass shall be laminated safety glass conforming to
BS 857:1967 or an equivalent internationally recognised standard.

RSSB Page 31 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

6.5.2.2 Interior glazing shall withstand without failure, the following ultimate load cases.
Where both sides of the glazing are accessible by passengers or traincrew, the
load cases shall be applied to both sides independently. The glazing shall remain
intact and in position throughout the application and removal of the loads. The
ultimate load cases are:

a) A concentrated perpendicular load of 2.5 kN applied over an area of

0.1 m x 0.1 m at any position on the surface.

b) A pressure of 2.5 kPa applied over its entire surface plus a concentrated
perpendicular load of 0.8 kN applied over an area of 0.1 m x 0.1 m at any
position on the surface.

6.5.2.3 Items shall not be secured to toughened safety glass panels.

6.5.2.4 Labels, transfers or stickers shall not be applied to toughened safety glass where
both faces are exposed to the vehicle interior unless:

a) The entire glass surface is covered with anti-vandal film.

Or

b) It can be demonstrated that if the glazing is shattered the risks to the

vehicle occupants from glass missiles being formed are not significantly
increased by their application.

6.5.2.5 Interior glass mirrors shall utilise safety glass that complies with the requirements
of BS 857:1967. It is permissible for alternative materials to be used if it can be
demonstrated that at least the same level of performance for impact and injury
potential can be achieved.

6.5.3 Interior doors

6.5.3.1 Requirements applicable to the design of interior doors as a means of escape are
set out in Part 7 of GM/RT2130.

6.6 Grab handles, poles, rails and hand holds

6.6.1 Design requirements for grab handles, poles, rails and hand holds
6.6.1.1 The Persons with Reduced Mobility TSI (PRM TSI) (or alternatively in
circumstances where the PRM TSI does not apply, the Rail Vehicle Accessibility
Regulations (RVAR)) contains requirements that are applicable to grab handles,
poles or rails and hand holds.

6.6.1.2 Panel, partition or draughtscreen mounted grab handles or handrails (for example
in doorways, vestibules or passageways) shall not project from surrounding
features in excess of any limiting dimensions set out in the PRM TSI (or RVAR)
unless it can be demonstrated, as part of the secondary impact assessment (see
6.1.6), that the risk of personal injury in the event of an accident has been
controlled. This requirement does not apply to moveable handrails required in
universal toilets.

6.6.1.3 Overhead grab rails, mounted from either a luggage rack or from the ceiling shall
withstand without significant permanent deformation of the rail, attachments or
supporting structure a concentrated vertical proof load of 1.7 kN applied
anywhere along the grab rail.

6.6.1.4 Grab poles and grab handles shall withstand a concentrated perpendicular proof
load of 1.7 kN applied anywhere along the grab pole or grab handle.

Page 32 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

6.6.1.5 Seat back hand holds shall withstand without significant permanent deformation
longitudinal proof loads of ±1500 N (relative to the seat) applied uniformly over
the handgrip area.

6.6.1.6 Where hand holds are fitted to the top of seats, the hand holds and their fixings
shall be designed and integrated within the seat to ensure that the head injury
criteria set out in Appendix H.2 are achieved when the seat is tested in
accordance with 6.2.4.

6.7 Interior fixtures and fittings

6.7.1 Access panels and cubicle doors
6.7.1.1 Access panels or equipment cubicle doors shall, as far as reasonably practicable,
be designed to resist accidental opening in service or in the event of a collision or
derailment that could result in injury or hinder egress. A secondary means of
retention (for example, safety catches or straps) shall be provided where the
correct closure and locking of the panels or doors cannot be determined visually
and the following conditions apply:

a) Where access panels or cubicle doors are located above or alongside

areas normally occupied by seated or standing passengers, personnel or
traincrew and when accidentally opened have the potential to cause injury
due to their position, size, shape or weight when assessed in accordance
with 6.1.6.

Or

b) Where access panels or cubicle doors could, if accidentally opened, block

or restrict an escape route through an internal or external door.

6.7.1.2 Where secondary retention devices are fitted they shall limit accidental opening in
service or in the event of a collision or derailment such that the risks identified in
6.1.5.1 are controlled. It is permissible for only the proof loads applicable to their
primary line of action to be considered (for example secondary catches to prevent
a ceiling access panel dropping fully open need only be designed for vertical
proof loads).

6.7.2 Wheelchairs
6.7.2.1 Where provision is made for wheelchairs, the PRM TSI (or alternatively in
circumstances where the PRM TSI does not apply, the RVAR) is applicable.

6.7.3 Toilets
6.7.3.1 In accordance with 6.1.6, toilet compartments shall be assessed for the potential
for injury due to secondary impacts in the event of a collision or derailment.

6.7.4 Ceiling and wall lighting

6.7.4.1 All frangible lighting sources (for example, tubes, bulbs) shall be shielded by
diffusers or similar devices.

6.7.4.2 Wall mounted interior lighting that could be contacted by passengers in normal
service or in the event of a collision or derailment shall present a continuous
surface without gaps and the lighting shall not constitute an unnecessary
protrusion or recess relative to the surrounding vehicle interior. This shall be
assessed as part of the secondary impact assessment (see 6.1.6).

6.7.5 Catering equipment

6.7.5.1 Where catering trolleys are intended to be unattended for all or part of a journey
provision shall be made for the catering trolleys to be securely stowed.

RSSB Page 33 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

6.7.5.2 Secure stowage shall be achieved using a fastening device or devices capable of
restraining fully laden catering trolleys against the proof load accelerations
specified for equipment attached to the vehicle body set out in Part 3.

6.7.6 Security and location of fire fighting equipment

6.7.6.1 Fire extinguishers and other fire extinguishing devices shall be securely located in
position using quick-release restraints capable of withstanding the proof load
accelerations specified for equipment attached to the vehicle body.

6.7.6.2 The open or openable face of a fire extinguisher enclosure or fire extinguisher
mounting face shall not be oriented longitudinally unless located in a doorway, a
vestibule or an alternative location which restricts longitudinal movement in the
event of the extinguisher braking free during a collision or derailment.

6.7.6.3 The fire extinguisher enclosure shall be located at low height between floor and
window level.

6.8 Luggage stowage

6.8.1 Floor mounted luggage stacks, luggage stowage or bicycle stowage
6.8.1.1 Luggage stacks or luggage stowage areas in passenger areas shall be oriented
to give access to stowed items only from the side (in the transverse direction
relative to the vehicle).

6.8.1.2 When fully laden with representative items, luggage stacks, luggage stowage
areas or bicycle stowage, shall withstand as proof loads the accelerations
specified for equipment attached to vehicle bodies (see Part 3).

6.8.2 Overhead luggage racks

6.8.2.1 Overhead luggage racks shall be orientated longitudinally relative to the vehicle.

6.8.2.2 Intermediate dividers shall be installed along the length of longitudinal racks, in
order to control longitudinal movement of luggage during a collision or derailment.
The pitch at which the dividers are spaced shall be no greater than 3 m. An end
barrier shall be fitted where a luggage rack does not terminate against a fixed
partition.

6.8.2.3 The dividers or end barriers shall withstand an applied ultimate load equal to the
estimated maximum luggage load for the adjacent section of the luggage rack,
when subjected to the accelerations specified for equipment attached to vehicle
bodies (see Part 3).

6.8.2.4 Overhead luggage racks shall withstand the following loads applied
simultaneously:

a) A distributed proof load representing its maximum load capacity.

b) Two concentrated vertical proof loads, each of 850 N and 750 mm apart,
positioned anywhere along the front edge of the luggage rack.

6.9 Cabs
6.9.1 General requirements
6.9.1.1 In accordance with 6.1.6, cabs and areas occupied by traincrew shall be
assessed for the potential for injury due to secondary impact in the event of a
collision or derailment.

Page 34 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

6.9.1.2 The cab seat zone (the area of the cab in which the driver is seated) shall be
dynamically tested in accordance with Appendix F to simulate a frontal collision
and shall give a satisfactory injury criteria assessment as set out in Appendix H.1
th
for a 50 percentile male ATD located in the driving position.

6.9.2 Evacuation requirements for driving cabs

6.9.2.1 To facilitate escape in an emergency, there shall be no upward steps or obstacles
on the floor in the passageway from the cab through any door to a place of
safety.

RSSB Page 35 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Part 7 Aerodynamic Rail Vehicle Loads

7.1 Vehicle resistance to aerodynamic loads
7.1.1 Design requirements
7.1.1.1 Items that shall be assessed for satisfactory performance when subjected to
aerodynamic loads in operation shall include, but not be limited to:

a) Windscreens.

b) Bodyside windows.

c) Doors.

d) Gangways.

e) Canopies, fairings or other mouldings attached to the bodyshell.

f) Equipment cases.

g) Access hatches (bodyside or in equipment cases).

h) Access panels.

i) Underframe skirts.

j) Coupler hatches.

7.1.2 Quasi-static aerodynamic loads

7.1.2.1 For vehicles with a maximum speed of 125 mile/h or below, all structural
elements or items of equipment attached to the vehicle shall resist as a proof load
case a uniform pressure load of 2.5 kPa without damage or significant permanent
deformation. This load shall be considered to act independently on either
external or internal surfaces.

7.1.2.2 For vehicles intended for operation at speeds in excess of 125 mile/h, or where
the vehicles are pressure sealed, an assessment of applicable quasi-static
pressure loads shall be undertaken and an equivalent quasi-static pressure load
shall be derived.

7.1.2.3 The capability to withstand the quasi-static aerodynamic loads shall be

demonstrated by testing, calculation, comparison with other vehicles, or by a
combination of these.

7.1.3 Transient pressure loads

7.1.3.1 For vehicles with a maximum speed in excess of 125 mile/h the capability to
withstand the maximum pressure loads, including the transient pressure loads
caused by a train entering, passing through and exiting tunnels, shall be
demonstrated by testing, calculation, comparison with other vehicles, or by a
combination of these.

7.1.3.2 In determining transient pressure loads for vehicles with a maximum speed in
excess of 125 mile/h, any assessment shall include, but is not limited to, the
aerodynamic effects due to:

a) Train and formation length.

b) Train cross-section.

Page 36 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

c) Leading and trailing end shape.

d) Tunnel cross section, including effects due to portal geometry on entry and
exit.

e) Tunnel length.

f) Ventilation shafts or cross-passages.

g) Single and double track tunnels.

h) Other train types likely to be encountered.

i) Relative entry times of trains entering a tunnel.

j) Operational speeds.

7.1.3.3 In determining the magnitude of transient load, the degree of pressure sealing of
the vehicle shall be assessed and taken into account.

7.1.3.4 For vehicles with a maximum speed in excess of 125 mile/h the effect of
aerodynamic transient pressure loads shall be included in the fatigue life
assessment of the vehicle and its components.

7.1.3.5 Any operational limitations or restrictions to limit aerodynamic transient pressure

loads caused by vehicles with a maximum speed in excess of 125 mile/h when in
operation alongside existing lower speed rolling stock shall be identified.

7.2 Generation of pressure pulses by vehicles

7.2.1 Trains, with a maximum speed of greater than 80 mile/h, shall not generate a
peak to peak pressure pulse from any part of the train greater than 1.44 kPa.

7.2.2 This requirement shall include pressure pulses generated by the nose to nose
connections of multiple train formations.

7.2.3 Pressure pulse magnitudes shall be determined for open air conditions on a calm
day, measured at a height corresponding to maximum body width on the side of a
stationary passenger train on a straight stretch of adjacent track at nominal 3.4 m
track centres.

7.2.4 Pressure pulse magnitudes shall be determined by testing, calculation,

comparison with other vehicles, or by a combination of these.

7.3 Aerodynamic loads acting on traincrew and passengers

7.3.1 Transient variations in air pressure caused by the passage of trains through
tunnels, and by aerodynamic interaction with other trains and track features, shall
not result in traincrew inside railway vehicles being subjected to pressure pulses
which exceed a maximum change in pressure of 10 kPa within any part of the
time taken by the train to pass through any tunnel.

7.3.2 In the event of a sudden failure of the sealing of a pressure-sealed train the
10 kPa limit shall not be exceeded.

7.3.3 Transient air pressure variations shall be determined by testing, calculation,

comparison with other vehicles, or by a combination of these.

RSSB Page 37 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Part 8 Mechanical Coupling of Rail Vehicles

8.1 Design requirements for coupling systems
8.1.1 General design requirements
8.1.1.1 The coupling system shall be designed to transmit, safely and without suffering
significant permanent deformation, all sustained and shock loads that arise
between rail vehicles associated with:

a) Coupling and uncoupling.

b) Traction and braking.

c) Traversing curved track.

d) Vertical changes in alignment.

e) Shock loads caused by play and flexibility in the train coupling, drawgear
and buffers, if fitted.

8.1.1.2 The coupling system, with the exception of buffers, shall engage positively with
the coupling system of any rail vehicle to which it is intended to couple in a train.

8.1.1.3 The design of the system shall ensure that it is possible to determine that the
coupling systems are positively engaged, either directly or by a suitable system of
indication.

8.1.1.4 The limiting values for track features shall be identified. These shall include, for
both mainline and non-passenger lines and sidings:

a) Minimum horizontal track radius.

b) Minimum horizontal track reverse radius with a 3 m intermediate straight.

c) Minimum vertical track radius, concave and convex.

d) Maximum installed cant.

e) Maximum cant gradient.

f) Maximum track twist.

8.1.1.5 The coupling systems, with the exception of buffers, shall remain positively
engaged during all normal operations of the rail vehicles over the track features
that they are required to negotiate.

8.1.1.6 Coupling and uncoupling shall be possible over the applicable range of track
features for the particular vehicles.

8.1.1.7 Any system that controls the operation of the coupling or uncoupling system shall
be protected from reasonably foreseeable interference that could result in the
system’s inadvertent or malicious operation.

8.1.1.8 The coupling system design shall ensure that it is possible to arrange manual
uncoupling if the systems normally required for uncoupling are unavailable, whilst
protecting against inadvertent or malicious operation.

8.1.1.9 Passenger vehicle coupling systems, including the attachment to the vehicle
structure, shall, during a collision or derailment, provide restraint that will resist
the adjacent coupled vehicle uncoupling, overturning or overriding.

Page 38 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

8.1.1.10 Passenger vehicle centre coupling systems shall be fitted with a positive locking
arrangement that prevents inadvertent uncoupling when the locking components
are subject to a sustained acceleration of at least 5 g in any direction.

8.2 Design requirements for drawgear

8.2.1 Drawgear and its attachments to a vehicle body shall be designed to fail at a
lower tensile load than that for the primary vehicle structure.

8.2.2 Drawgear, and its attachment to a vehicle body, shall be designed to contribute
to, or not conflict with, the requirements for body structural collapse and energy
absorption.

8.2.3 Drawgear designed to be capable of transferring shear forces between adjacent

vehicles shall withstand without significant permanent deformation the transfer of
100 kN in both the vertical and transverse directions simultaneously.

8.3 Design requirements for buffers

8.3.1 General requirements
8.3.1.1 The strength of buffers and their attachments to the vehicle body shall, under
axial load, be the same as the longitudinal compressive strength specified at the
buffer positions on vehicle bodies.

8.3.1.2 The strength of buffers and their attachments to the vehicle body shall take into
account all expected eccentric loads due to relative misalignment between
adjacent vehicles in normal use.

8.3.1.3 Buffers shall be designed to enable safe operation of the rail vehicles over the
range of track features that they are required to negotiate, without buffer
interlocking.

8.3.2 Buffer location and performance requirements

8.3.2.1 In the tare condition buffer height shall not exceed 1065 mm above rail level to
centre of buffer.

8.3.2.2 Minimum buffer height for a vehicle in fully laden condition shall be 940 mm
above rail level to centre of buffer.

8.3.2.3 Buffers shall be designed to withstand contact with fixed buffer stops to arrest the
train speed without damage to vehicle or buffer stops. The impact force shall be
calculated subject to the following conditions:

a) The impact speed to be used in design calculations shall not be less than
7 km/h.

b) For passenger vehicles the design mass under exceptional payload as set
out in BS EN 15663:2009 shall be assumed. For freight vehicles the
design mass under normal payload as set out in BS EN 15663:2009 shall
be assumed. It is permissible to make the assumption that 25% of the
kinetic energy will be absorbed by the vehicle and its load.

8.4 Design requirements for rescue and recovery coupling systems

8.4.1 Couplings for rescue and recovery
8.4.1.1 When a train is immobilised for any reason, but capable of being safely moved,
there shall be provision for another train or locomotive to be attached to it to
move the immobilised train safely.

RSSB Page 39 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

8.4.1.2 Rescue and recovery of rail vehicles shall be achieved by using coupling systems
fitted to the vehicles where the rescuing vehicle is compatible or by an adaptor
coupling system that enables two rail vehicles with dissimilar coupling systems to
be coupled together, together with any brake pipe hoses or interconnectors that
may be required.

8.4.2 Adaptor couplings

8.4.2.1 Where used for rescue and recovery, adaptor couplings and rail vehicle coupling
systems shall accept the forces and movements involved in the recovery of the
failed vehicle or train, without significant permanent deformation or damage.

8.4.2.2 Where an adaptor coupling is designed for a particular vehicle or coupler type,
any limitations on vehicle movement and operation arising from the use of the
adaptor coupling system shall be identified.

8.4.2.3 Adaptor couplings or coupling components shall be designed to ensure safe

handling, assembly or disassembly by traincrew.

Page 40 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Part 9 Lifting, Jacking, Recovery and Emergency

Movement of Rail Vehicles
9.1 Design requirements for the safe lifting of rail vehicles
9.1.1 General requirements
9.1.1.1 All rail vehicle body structures shall be designed with clearly identifiable jacking
and lifting points or combined jacking and lifting points to enable maintenance
and recovery to take place.

9.1.1.2 On bogie vehicles, it is permissible for lifting and jacking points to be provided
additionally on the bogies, for recovery purposes.

9.1.1.3 The vehicle design shall allow for safe and efficient recovery in the event of a
derailment, where the vehicle remains essentially upright, taking into account the
effect of displacements from rail level to track bed of one or more wheelsets or
bogies.

9.1.1.4 All jacking and lifting points or combined jacking and lifting points shall be clearly
identified with symbols, as set out in Appendix J.

9.2 Lifting and jacking points

9.2.1 Design of lifting points
9.2.1.1 The locations of the lifting points shall enable the rail vehicle, or constituent part
in the case of articulated vehicles, to remain level when fully suspended from one
crane.

9.2.1.2 Lifting points shall be provided using either permanent built-in pockets for
removable brackets or permanent built-in lifting points.

9.2.1.3 In the case of wagons only, it is permissible to manufacture specific areas on the
vehicle to enable the use of endless polyester fibre round slings for lifting
purposes.

9.2.2 Design of jacking points and pads

9.2.2.1 The locations of the jacking points shall enable the attitude (level) and twist of the
rail vehicle to be controlled safely when lifting on jacks. It is permissible to
provide additional jacking points for lifting vehicles at one end.

9.2.2.2 Jacking points shall be provided using either permanent built in pockets for
removable brackets equipped with jacking pads or permanent jacking pads. It is
permissible for removable brackets to allow either lifting or jacking as required.
2
9.2.2.3 Jacking pad surfaces shall have a minimum area of 22,400 mm and a minimum
width of 80 mm and be flat and level.

9.2.2.4 Jacking pad surfaces as far as reasonably practicable shall be located within the
following height range:

a) Not less than 500 mm above rail level assuming fully worn wheels, a
collapsed primary suspension and, where applicable, deflated air
suspension.

b) Not greater than 1,270 mm above rail level assuming new wheels, the
vehicle in its lightest operational condition and where applicable inflated air
suspension.

RSSB Page 41 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

9.2.3 Structural requirements for lifting and jacking points

9.2.3.1 Lifting and jacking points, the adjacent structure and, where applicable, any
removable brackets shall be designed and maintained to withstand without
significant permanent deformation the loads expected under all likely jacking and
lifting conditions.

9.2.3.2 The masses to be taken into account in the design of jacking and lifting points
shall be:

a) For passenger vehicles and locomotives, the design mass in working order
of the vehicle body as set out in BS EN 15663:2009 less the mass of any
traincrew.

Or

b) For freight vehicles, the design mass under normal payload of the vehicle
body as set out in BS EN 15663:2009, complete with all equipment.

Bogie masses shall be included as set out in 9.2.3.3 below.

9.2.3.3 The jacking and lifting points, adjacent structures and, where applicable, any
removable brackets shall withstand as proof loads either:

a) Where there is no significant slack or flexibility in the bogie to body

connections, a vertical load equal to the mass of the vehicle body plus the
mass of the bogies, all subject to an acceleration of 2 g.

Or

b) Where there is significant slack or flexibility in the bogie to body

connections:

i) A vertical load equal to the mass of the vehicle body subject to an

acceleration of 2 g.

And

ii) A vertical load equal to the mass of the vehicle body subject to an
acceleration of 1 g plus the mass of the bogies subject to an
acceleration of 2 g.

9.2.3.4 The ultimate load reserve factor for lifting points, adjacent structures and, where
applicable, any removable brackets shall not be less than 2.

9.2.3.5 Jacking pads shall withstand all expected jack head loads without significant
indentation or other permanent deformation. It is permissible to assume that
these loads are distributed over the jacking pad face by the use of packing
material.

9.2.4 Restraint of wheels, suspensions and bogies when lifting

9.2.4.1 To ensure that bogies or wheelsets are prevented from uncontrolled movement
when vehicles are lifted or jacked, provision shall be made for them to be retained
and securely attached to the vehicle body by the use of either:

a) The design and installed configuration of the bogie and wheelsets

Or

b) The addition of temporary items such as chains or straps.

Page 42 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

9.2.4.2 Bogie and wheelset retention arrangements for lifting shall be consistent with the
requirements for structural bogie and wheelset retention set out in Part 4.

9.3 Wheelskates
9.3.1 Vehicle compatibility
9.3.1.1 A rail vehicle shall be designed to allow the use of either an existing design of
wheelskate or a wheelskate designed specifically for that type of vehicle to
enable the recovery of a rail vehicle with a seized or damaged wheelset or
transmission.

9.3.1.2 The vehicle design shall ensure the area around the wheelset is free from
obstruction, or that all such equipment is easily removable, to enable fitment of
either an existing design of wheelskate and appropriate packing pieces or for the
fitment of a wheelskate designed specifically for that type of vehicle.

9.3.2 Compatibility with infrastructure

9.3.2.1 A wheelskate shall support a seized or damaged wheelset on its own
independent set of wheels. The use of skids is not permitted.

9.3.2.2 A wheelskate shall be designed to be compatible with the lower structure gauge
over the range of vehicle conditions (load, suspension settlement, wear) for the
vehicle or the range of vehicles for which the wheelskate is designed. Factors to
be considered shall include axle load, new and worn wheel diameters, space
envelope limitations around the wheelset and compatibility with track features
such as raised checkrails.

9.3.2.3 Wheelskates shall be designed so that the flange of the wheel being carried is
clear of the head of the rail, without creating an unnecessarily heavy load from
the vehicle suspension.

9.3.2.4 Wheelskates shall be designed such that recovered vehicles remain within their
designed swept envelope, subject to the operational speed restrictions required.

9.3.2.5 The swept envelopes of wheelskates (excluding the area occupied by the wheels
and any frame member adjacent to the wheels of the wheelskate) shall provide
the following clearances:

a) 75 mm vertically above the plane of the rails for a distance of 630 mm

either side of the centre line of the track, under all conditions, taking
account of all suspension movements and vertical curves.

b) 7.5 mm, under worst case conditions, to the area reserved for items
intended to come in close proximity to trains (for example raised check
rails, conductor rails and AWS magnets) forming part of the lower structure
gauge.

9.3.3 Structural requirements for wheelskates

9.3.3.1 A wheelskate shall be designed to meet the following load cases:

a) A vertical proof load of the maximum vertical static load multiplied by a

factor of 1.3 to take account of forces generated by canted track, switches
and crossings and track discontinuities.

b) A lateral proof load which shall be assumed to be a maximum of 0.3 of the

vertical proof load.

RSSB Page 43 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

9.3.3.2 A wheelskate shall have a survival probability under fatigue loading of at least
97.5%, when subjected to the following loads:

a) A vertical fatigue load range from zero to the vertical proof load for
4
3.2 x 10 cycles.
4
b) A lateral fatigue load range from zero to the lateral proof load for 3.2 x 10
cycles.

9.3.3.3 As an alternative, it is permissible to develop fatigue load cases from

experimental, simulation and calculation data.

9.3.3.4 Wheel and axle stresses shall be determined using a recognised and proven
method.

9.3.3.5 Wheel materials shall be compatible with the requirements of GM/RT2466.

Where wheel steels are not available, it is permissible to use more generally
available engineering steels with equivalent mechanical properties.

9.3.3.6 Wheelskates shall use independently rotating wheels to avoid the generation of
longitudinal wheel forces.

9.3.3.7 The design life of the bearings used in wheelskates shall be defined using a
recognised and proven method, taking into account the following factors:

a) Radial and lateral load

b) Additional load inputs due to the effects of predictable wheel-tread defects

c) The full range of operating duties, rotating speeds and loads

d) Requirements for bearing lubrication.

9.3.3.8 Sealing shall be provided for the axle bearings to restrict ingress of foreign
substances and loss of lubricants.

9.3.4 Wheelskate wheel geometry requirements

9.3.4.1 Terms and definitions used below shall be as set out in GM/RT2466.

9.3.4.2 Wheels of wheelskates shall be manufactured and maintained to the P6 wheel

profile.

9.3.4.3 The design minimum wheel-tread diameter shall be not less than 200 mm. The
scrapping limit of any wheel shall not be less than 187 mm. Tread diameter shall
be measured at the tread datum.

9.3.4.4 The wheelskate design shall achieve a distance between the flange-backs across
the wheels within the range 1360 - 1362 mm.

9.3.4.5 The width of the wheel rim measured between the flange-back and the outside
face of the rim shall be within the range 127 - 140 mm.

9.3.5 Operational speed limits for wheelskates

9.3.5.1 In addition, on running lines, the maximum speed of any vehicle fitted with a
wheelskate shall be limited by the axle load as set out in Table 1.

Page 44 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Vehicle category Vehicle design axle Maximum speed

load of wheelskate
Vehicles with Greater than 20 mile/h
bogies of three or 20 tonnes and less
more axles than or equal to
25.5 tonnes
Vehicles with Up to 20 tonnes 25 mile/h
bogies of three or
more axles
All other vehicles Greater than 25 mile/h
20 tonnes and less
than or equal to
25.5 tonnes
All other vehicles Up to 20 tonnes 30 mile/h
All vehicles fitted Any weight 20 mile/h
with wheels having
a design diameter
of less than
250 mm
Table 1 Maximum speeds for vehicles fitted with wheelskates

9.3.5.2 Where the permissible speed through curves, switches and crossings is under
normal conditions restricted to 30 mile/h or less, or at any obtuse crossing, the
maximum speed of any vehicle fitted with a wheelskate shall be limited to 3 mile/h
(walking pace).

9.3.5.3 In yards and sidings the maximum speed of any vehicle fitted with a wheelskate
shall be limited to 3 mile/h (walking pace).

RSSB Page 45 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Part 10 Application of this document

10.1 Application - infrastructure managers
10.1.1 There are no requirements applicable to infrastructure managers.

10.2 Application - railway undertakings

10.2.1 Scope
10.2.1.1 The requirements of this document apply to all new vehicles, except as set out in
10.2.2.

10.2.1.2 Action to bring existing vehicle structures into compliance with the requirements
of this document is not required.

10.2.1.3 Where a vehicle is subject to alteration and the nature of the alteration provides a
reasonable opportunity to bring the vehicle into conformity, then the requirements
of this document applicable to the alteration apply.

10.2.2 Exclusions from scope

10.2.2.1 The requirements in this document are not applicable to rolling stock authorised
for placing into service under The Railways (Interoperability) Regulations 2006
(as amended), or any subsequent regulations replacing these regulations, unless
the requirements in this document are a relevant notified national technical rule.

10.2.2.2 The requirements in this document are not applicable to vehicles falling within the
scope of GM/RT2400.

10.2.3 General compliance date for railway undertakings

10.2.3.1 This Railway Group Standard comes into force and is to be complied with from
05 March 2011.

10.2.3.2 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.

10.2.4 Exceptions to general compliance date

10.2.4.1 It is permissible for vehicles to continue to be built to a particular design as a
vehicle which already has an authorisation for placing into service or a Certificate
of Engineering Acceptance until 03 June 2017.

10.3 Health and safety responsibilities

10.3.1 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.

Page 46 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Appendix A Derivation of Load Cases from Test or Service

Data
The content of this appendix is mandatory

A.1 Introduction
A.1.1 This appendix sets out minimum requirements for the derivation of load cases
from test or service data as permitted for example in Parts 3 and 4 of this
document.

A.2 Data collection and processing

A.2.1 Data collection methods, sample sizes and processing methods employed shall
be fully documented.

A.2.2 Due account shall be taken of all potential sources of error and limitations due to
sample size.

A.2.3 It is permissible for data derived from calculation or simulations to be used where
test or service data is not available.

A.2.4 Calculation methods and models shall be validated against experimental data
and service experience where applicable.

A.2.5 It is permissible for historical load case data to be used where it can be
demonstrated that this is applicable and that satisfactory service performance has
been achieved.

A.3 Derivation of load cases

A.3.1 Derivation of load cases, from load cases used satisfactorily in past applications
or from test data, shall include, as a minimum, assessment of the following
factors:

a) Suspension configuration.

b) Variability of suspension components due to manufacture, wear, localised

failure or degradation.

c) Vehicle load due to passengers or payload.

d) Vehicle speeds.

e) Magnitudes and frequencies of traction and braking loads.

f) Infrastructure on which the vehicle is to be operated.

g) Variability of infrastructure due to maintenance and renewal cycles.

h) Anticipated frequency of operation throughout the vehicle’s life.

A.4 Application and limitations of derived load cases

A.4.1 Where fatigue load cases are determined from test data any potential limitations
to the operation of the vehicle in terms of design life shall be clearly identified.

A.4.2 For fatigue load cases derived from test data, it shall be determined if there are
any particular combinations of load that act in phase. Where it can be
demonstrated that particular loads do not act in phase, these can be treated as if
acting separately and the damage from the individual cases summed.

RSSB Page 47 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Appendix B Bodyside Windows - Small Missile Test Procedure

The content of this appendix is mandatory

B.1 Conditions of test

B.1.1 Six window units shall be tested: three units shall be tested at high temperatures
and three at low temperatures in accordance with the requirements of B.3.

B.1.2 Three successive compliant tests at high temperature and three successive
compliant tests at low temperature shall be required to demonstrate that an
acceptable level of performance is achieved for impact by small missiles by the
window glass across a representative temperature range.

B.2 Test windows

B.2.1 The window units tested shall be an actual window or glazing system, which is to
be installed in the vehicle, or of samples having minimum dimensions of
1100 mm x 900 mm constructed in a manner representing their installed
condition.

B.2.2 The window units or samples shall be tested with both panes installed in a
manner representing their installed condition.

B.2.3 If samples are to be tested, they shall be mounted for testing in a manner
representative of the installed condition for the complete unit.

B.2.4 The geometric centre of the window unit or sample shall be determined. In the
case of window units which are sub-divided by glazing bars, a worst case position
or positions for the effective geometric centre shall be determined prior to testing.

B.3 Temperature
B.3.1 For the high temperature tests, the window units or samples for testing shall be
heat soaked at a minimum of 35°C for a minimum period of 6 hours immediately
preceding the test. Under no circumstances shall the temperature of the inner
surface of this pane of glass be lower than 35°C at the time of the test.

B.3.2 For the low temperature tests, the window units or samples for testing shall be
heat soaked at a maximum of -17°C for a minimum period of 6 hours immediately
preceding the test. The temperature of the test specimen, when installed in the
test apparatus, shall be allowed to increase to give a nominal temperature of 0°C
of the inner surface. Under no circumstances shall the temperature of the inner
surface of the unit be higher than 0°C at the time of the test.

B.4 Impact test

B.4.1 The impacting object used for these tests shall be a solid steel ball of a mass of
0.25 kg.

B.4.2 For testing laminated safety glass or laminated double glazed window units the
steel ball shall be travelling at a speed of 100 km/h, ± 3km/h, at the point of
impact.

B.4.3 For testing toughened safety glass window units the steel ball shall be travelling
at a speed of 50 km/h, ± 3km/h, at the point of impact.

B.4.4 The window units or samples tested shall be orientated such that the ball impacts
the geometric centre of the unit.

Page 48 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

B.4.5 The window units or samples shall be tested in such a way that the impacting
object first strikes the sample perpendicular to the surface of the glazed unit
representing the outside of the vehicle.

B.4.6 The total amount of spall from the inner surface of the window shall not exceed
40 g.

B.5 Penetration
B.5.1 Under the conditions of the high and low temperature requirements of this
specification, the steel ball shall not fully penetrate the window unit or sample nor,
in the case of laminated windows, rupture the laminating interlayer.

B.5.2 No part of the ball shall be exposed to the area representing the interior of the
vehicle during the test.

B.6 Integrity
B.6.1 In the case of double glazed window units, there shall be no loss of structural
integrity in the bonding between the inner and outer panes and spacer bars or
any other fixing system between the window unit elements.

RSSB Page 49 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Appendix C Bodyside Windows – Passenger Containment Test

Procedures
The content of this appendix is mandatory

C.1 Conditions of test

C.1.1 Double glazed window systems representative of production quality and
construction shall be tested.

C.1.2 Three successive compliant test sequences shall be required to demonstrate that
an acceptable level of containment performance has been achieved.

C.2 Window test assembly

C.2.1 The window test assemblies shall consist of complete window units including
frame (if this is part of the design) installed in an assembly representative of the
vehicle installation. It is permissible to install the window unit in an appropriate
section of the main vehicle structure where this is available.

C.2.2 The geometric centre of the window unit shall be determined. In the case of
window units which are sub-divided by glazing bars, a worst case position or
positions for the effective geometric centre shall be determined prior to testing.

C.3 Temperature
C.3.1 The temperature at the time of testing shall be between 15°C and 25°C. The test
temperature shall be recorded for each test.

C.3.2 To ensure that the window units for testing are correctly conditioned, they shall be
heat soaked at the specified temperature for a minimum period of 6 hours
immediately preceding the test.

C.4 Impact testing

C.4.1 To determine the containment performance of the window unit, each window unit
shall be subjected to the following sequence of tests which shall be undertaken in
the following order:

a) The impact of a steel ball on the surface representing the exterior of the
vehicle as set out in C.5.

b) A 50 kg pendulum impact from a height of 1200 mm, with a nominal impact

energy of 588.6 J, to the surface representing the interior of the vehicle as
set out in C.6.

c) A concentrated perpendicular load of 0.8 kN on the interior surface as set

out in C.7.

C.5 Steel ball impact test

C.5.1 The ball shall have a mass of 5 kg and speed of 34 km/h ±3 km/h at the point of
impact.

C.5.2 The ball shall impact the geometric centre of the glazed unit on the surface of the
unit representing the exterior of the vehicle.

C.5.3 The initial impact shall be perpendicular to the surface of the specified pane.

C.5.4 The ball shall not fully penetrate the window unit. No part of the ball shall be
exposed to the area representing the interior of the vehicle during the test.

Page 50 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

C.5.5 The total amount of spall from the inner surface of the window shall not exceed
10 g.

C.6 Pendulum impact loads

C.6.1 The pendulum impactor design, mass and mechanical characteristics shall be as
defined in BS EN 12600:2002. Where a rigid suspension is used, it is permissible
to either reduce the mass of the impactor weights or to reduce the specified drop
height to compensate for any change in effective mass due to the suspension.
The impact energy shall under all circumstances be within ±1% of the nominal
value of 588.6 J.

C.6.2 The window test assembly shall be installed in the test apparatus and rigidly
clamped such that the impactor strikes the geometric centre of the internal face of
the window test assembly within a tolerance of 50 mm radially.

C.6.3 The impact shall be perpendicular to the surface of the specified pane. With the
impactor hanging freely the distance between the impactor and the surface of the
window test assembly shall be in the range 5 mm to 15 mm.

C.6.4 The complete pendulum test rig shall be either:

a) Calibrated by using the clamping frame, calibration specimen and

calibration procedure set out in BS EN 12600:2002.

Or

b) The initial pendulum position (height) and its release shall be calibrated to
demonstrate that the impactor velocity immediately prior to impact is within
a tolerance of ±2%.

C.6.5 The impactor tyres shall be inflated to a pressure of 0.35 ±0.2 MPa. The tyre
pressures shall be checked before each impact test.

C.6.6 The impactor shall be raised to the specified height and released to fall with a
pendulum movement without initial velocity. The impactor shall strike the test
assembly once.

C.6.7 The impactor shall not penetrate the window test assembly.

C.7 Concentrated perpendicular load

C.7.1 A concentrated perpendicular load of 0.8 kN shall be applied over an area of
0.1 m x 0.1 m at the centre of the surface representing the interior of the vehicle.

C.7.2 The load shall be maintained for a period of 1 minute. The glazing unit shall
remain fixed within its frame or retaining system.

C.8 Integrity
C.8.1 A compliant test sequence shall satisfy the requirements of C.5.4 and C.5.5, and
C.6.7 and C.7.2.

RSSB Page 51 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Appendix D Bodyside Windows – Pressure Pulse Test

Procedure
The content of this appendix is mandatory

D.1 Conditions of test

D.1.1 Double glazed window systems representative of production quality and
construction shall be tested.

D.1.2 Three successive compliant tests shall be required to demonstrate that an

acceptable level of performance has been achieved.

D.2 Window test assembly

D.2.1 Double glazed window units to be tested shall be in an actual window frame or
glazing system of the same design and specification as used in service and shall
be fixed to a blanking panel representative of the vehicle construction.

D.2.2 The blanking panel shall be installed in the test apparatus in such a way that the
external pane of glass is to be exposed to the transient air pressure pulse.

D.3 Temperature
D.3.1 The temperature at the time of testing shall be between 15°C and 25°C. The test
temperature shall be recorded.

D.3.2 To ensure that the window units for testing are correctly conditioned, they shall be
heat soaked at the specified temperature for a minimum period of 6 hours
immediately preceding the test.

D.4 Test procedure

D.4.1 Each window unit to be tested shall be damaged as follows:

a) The centre point of the outer glass pane, where the major and minor axes
cross, shall be marked and the perpendicular distance from a suitable
datum to the centre point of the outer pane shall be measured and
recorded as distance D1.

b) The assembly shall be positioned with the same vertical orientation as

when installed on a vehicle.

c) The outer glass pane shall be crazed with an automatic centre punch,
using the minimum of energy, at the centre point of the outer glass pane. It
is permissible for no more than two glass fragments or dice to be dislodged
or lost from the centre point of pane as a result of this process.

d) After a stabilising period of 10 minutes, the distance from the datum to the
centre point shall be re-measured and recorded as distance D2.

D.4.2 It is permissible for the crazed surface to be either flat or bowed but there shall be
no sharp changes in contour. There shall be no edge or centre folds or
out-of-plane displacement of the glass dice. The inner glass pane shall remain
intact.

D.4.3 There shall be no failure of the bond between the outer glass pane and the
spacer.

Page 52 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

D.4.4 For a window unit to be successfully damaged, the central deflection (D2 – D1) or
(D1 – D2), as applicable, shall not exceed the values shown in Table D.1.

Minor dimension of the unit Maximum central deflection

Up to and including 350 mm 5 mm
Over 350 mm up to 600 mm 7 mm
Over 600 mm up to 900 mm 10 mm
Greater than 900 mm Minor dimension/100 + 1 mm
Table D.1 Bodyside window damage criteria for pressure pulse testing

D.4.5 Each successfully damaged window unit shall then be positioned with the same
vertical orientation as installed on a vehicle and shall be subjected to a sequence
of 25 differential air pressure pulses having the following characteristics:

a) The period between the initiation of successive pulses shall not be less
than 10 seconds.

b) Each pulse shall start with a zero pressure differential across the glazing
unit.

c) The relative air pressure on the crazed face of the unit shall be increased
to a minimum of +500 Pa, decreased to a maximum of -800 Pa and then
returned to zero.

d) All changes of pressure shall be accomplished at a constant nominal rate

of 43 kPa/sec. As the air pressure is cycled, it is permissible for the time at
which a given pressure occurs to deviate by ±5 ms from that given by the
nominal rate (see Figure D.1).

e) There shall be no dwell period at the points of maximum and minimum

relative pressure on the crazed surface.

f) It is permissible for the first five pulses in the test sequence to deviate by
up to 5% from the specified limiting values.

g) A time history of the pressure pulses shall be included in the test report.

D.4.6 There shall be no additional loss of glass or glass particles from the glazed unit
during the test or within 10 minutes of its completion after being damaged in
accordance with D.4.1.

RSSB Page 53 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

500 Pa Minimum

Upper tolerance for pulse timing

Nominal pressure pulse

0
Time [milliseconds]
Pressure [Pa]

Lower tolerance for pulse timing

NOTE: For all pulses, the specified

pressure limits shall be complied
with. The tolerance corridor shown
is only applicable to the timing and
shape (rate) of any given pulse. -800 Pa Maximum

Figure D.1 Pressure pulse tolerances

Page 54 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Appendix E Dynamic Test Procedures for Passenger Seats or

Tables
The content of this appendix is mandatory

E.1 Introduction
E.1.1 This appendix sets out the requirements for dynamically testing seats or tables
for a longitudinal impact, using anthropomorphic test devices (ATDs) to
determine:

a) Potential injury levels.

b) Structural integrity.

E.1.2 Cab seat zone dynamic test requirements are set out in Appendix F.

E.2 Preparation of seats or tables for dynamic testing

E.2.1 The seat or tables to be tested shall be mounted on a testing platform in a
manner that is functionally representative of the vehicle interior for the purposes
of the dynamic tests to be undertaken.

E.2.2 The anchorages on the testing platform provided for the test seats or tables shall
be representative of those used in vehicles in which the seats or tables are
intended to be used. It is permissible to provide anchorages which are
mechanically equivalent or which can be demonstrated to represent a more
onerous situation than will be encountered in practice.

E.2.3 For each test the seats and tables shall be positioned using the seat pitch,
spacing and orientation required. Any additional items identified in determining
the critical positions shall be installed in their locations relative to the seats and
tables.

E.2.4 The seats to be tested shall be complete with all upholstery and accessories. If
the seats are fitted with seat back tables, they shall be either in the stowed or fully
deployed positions as required.

E.2.5 If adjustable, seat backs shall be in the upright position.

E.2.6 Seats completing the installation to be tested but which will not be impacted by
the ATD shall be the same type as the seat being tested and shall be located in
an identical arrangement to that used in vehicles in which the seat is intended to
be used.

E.3 Preparation of ATDs

E.3.1 To determine the potential for passenger injury resulting from impact against
th
seats or tables, an ATD representing a 50 percentile male shall be installed in
each seating position where injury criteria data is required for the test.

E.3.2 To determine the structural integrity of seats or tables, an ATD representing a

th
95 percentile male shall be installed in each seating position required for the
test.

E.3.3 ATDs shall be prepared and positioned for testing as set out in Appendix G.

RSSB Page 55 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

E.4 Dynamic test

E.4.1 The test environment shall be maintained at a temperature between
19°C and 26°C.

E.4.2 The configuration and arrangement of each test installation shall be recorded,
using measurements and photographs to enable the tests to be replicated by
repeated testing or computer simulation. Details of the seat type, table type if
applicable, build configuration of the seats and tables and details of all mountings
and fixings shall be included in the test report.

E.4.3 The testing platform with ATDs installed shall be subjected to a simulated impact
in accordance with the test pulse shown below (see Figure E.1 and Table E.1).
Under these conditions a minimum free flight velocity of 5 m/s shall be attained.

E.4.4 The dynamic test shall be recorded using high speed cameras or imaging
systems. The video data shall be sufficient for the dynamics of the test and the
interaction of the ATDs with the seats or tables to be determined.

E.4.5 After the dynamic test at least the following items shall be determined and
recorded:

a) For each ATD the specified injury criteria shall be evaluated.

b) For each ATD the location of points of impact shall be identified, located
and photographed.

c) The maximum dynamic deflection longitudinally and the final position of the
seats or tables longitudinally, laterally and vertically shall be measured and
recorded.

d) Where parts have been moved or been deformed or damaged the extent of
deformation shall be measured, photographed and recorded.

8 E Upper Limit F

6
Acceleration (g)

B Lower Limit C

A D G
0
0 20 40 60 80 100 120 140 160 180 200 220

Figure E.1 Test pulse Time (ms)

Page 56 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Point Time (ms) Acceleration (g)

A 10 0.0
B 20 5.0
C 100 5.0
D 110 0.0
E 0 7.5
F 150 7.5
G 210 0.0
Table E.1 Test pulse coordinates

RSSB Page 57 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Appendix F Test Procedure for Cab Seat Zone

The content of this appendix is mandatory

F.1 Introduction
F.1.1 This appendix sets out the requirements for dynamically testing the cab seat zone
to determine structural integrity and potential injury levels in the event of an
accident.

F.1.2 The items to be tested shall be mounted on a test platform and subjected to a
longitudinal acceleration pulse as set out below to simulate the effect of a
collision on drivers and any other items in their vicinity.

F.2 Preparation of the cab seat zone for testing

F.2.1 The cab seat zone items to be tested shall be mounted on a testing platform in a
manner that is functionally representative of the vehicle installation. The items
tested shall include the driver's seat, the cab windscreen and mounting frame, the
console, foot rest and any other features which might affect the trajectory and
impact velocity of the ATD.

F.2.2 Any devices which are to be used to reduce the impact effects (for example air
bags, knee bolsters) shall be fitted as on a service vehicle.

F.2.3 The anchorages on the testing platform provided for the cab seat zone to be
tested shall be representative of those used in vehicles in which the seats and
relevant parts of the cab seat zone are intended to be used. It is permissible to
provide anchorages which are mechanically equivalent or which can be
demonstrated to represent a more onerous situation than will be encountered in
practice.

F.2.4 The seat to be tested shall be complete with all upholstery and accessories.

F.2.5 The driver’s seat shall be positioned:

a) With the seat back in an upright position.

b) With the seat facing forward and adjusted vertically and longitudinally to
th
place a 50 percentile male in an appropriate driving position for a person
of that size.

F.2.6 Any other adjustable features (for example an adjustable driver’s vigilance device
pedal) necessary for driving the train under normal conditions shall be positioned
to be consistent with the requirements of F.2.5.

F.3 Preparation of ATDs

th
F.3.1 An ATD representing a 50 percentile male shall be installed in the driver’s seat.

F.3.2 The ATD shall be positioned and prepared for testing as set out in Appendix G.

F.4 Dynamic test

F.4.1 The test environment shall be maintained at a temperature between
19°C and 26°C.

F.4.2 The configuration and arrangement of each test installation shall be recorded,
using measurements and photographs. Details of the build configuration of the
cab desk, seats and the cab seat zone together with details of all mountings and
fixings shall be included in the test report.

Page 58 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

F.4.3 The testing platform with the ATD installed shall be subjected to a simulated
impact in accordance with the test pulse set out in Appendix E, subject to the
lower limit of the crash pulse being not less than the mean deceleration level
calculated for the cab according to the collision scenarios set out in
BS EN 15227:2008.

F.4.4 The dynamic test shall be recorded using high speed cameras or imaging
systems. The video data shall be sufficient for the dynamics of the test and the
interaction of the ATD with the cab desk, seats and the cab seat zone to be
determined.

F.4.5 After the dynamic test at least the following items shall be determined and
recorded:

a) The specified injury criteria shall be evaluated.

b) The location of points of impact shall be identified, measured and recorded.

c) The maximum dynamic and final position of the driver’s seat and cab desk
shall be measured longitudinally, laterally and vertically and recorded.

d) Where parts have been deformed the extent of deformation shall be

measured, photographed and recorded.

RSSB Page 59 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Appendix G Preparation and Setting Up Procedures for

Anthropomorphic Test Devices (ATDs)
The content of this appendix is mandatory

G.1 ATDs
G.1.1 For the determination of injury criteria, except where permitted by G.1.4, Hybrid III
th
50 percentile male ATDs shall be used, equipped with sufficient instrumentation
to determine the injury criteria required.
th
G.1.2 Hybrid III 50 percentile ATDs shall conform to U.S. Department of
Transportation 49 CFR 572.30 and ECE 94, except for the following modifications
and additions:

a) 45 degree dorsi-flexion ankles / feet with rubber bump stops and padded
heels shall be fitted.

b) Roller ball-bearing knees, such as those supplied by ASTC, shall be fitted.

G.1.3 Hybrid III ATDs shall be re-certified after every 10 impact tests according to the
certification procedure for the Hybrid III ATDs (see US Department of
Transportation 49 CFR 572.30) and Annex 10 of ECE 94.

G.1.4 Where it is not reasonably practicable to measure parameters directly with a

standard Hybrid III ATD, it is permissible for data to be used in support of the
overall injury criteria assessment that is obtained using:

a) Modified Hybrid III ATDs (for example the Hybrid III RS ATD).

Or

b) Other test devices (for example other types of ATD or headform devices).

Or

c) Validated computer simulations.

G.1.5 Where modified ATDs are used the ATDs shall be re-certified as far as
practicable according to G.1.3. Non-standard parts shall be calibrated according
to the manufacturer’s instructions or a suitable calibration procedure shall be
included in the injury criteria assessment.

G.1.6 Where other test devices are used, the devices shall be calibrated according to
the manufacturer’s instructions or a suitable calibration procedure shall be
included in the injury criteria assessment.

G.1.7 Where computer simulations are used, details of the software revision level and
publisher shall be included in the injury criteria assessment.
th
G.1.8 Un-instrumented 95 percentile male ATDs shall be either Hybrid II or Hybrid III
as specified in the dummy manufacturer’s user manual.

G.2 ATD preparation

G.2.1 Each ATD shall be clothed with form-fitting cotton stretch garments with short
sleeves and pants which shall not cover the dummy’s knees.

G.2.2 Each ATD shall be fitted with shoes equivalent to those specified in
MIL-S-13192P (size XW).

Page 60 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

G.2.3 Each ATD shall have a stabilised temperature in the range of 19°C to 26°C. This
shall be achieved by the following procedure:

a) The ATD shall be heat soaked at the specified temperature range for at
least 4 hours prior to the test.

b) The temperature of the ATD shall be measured using a recording

electronic thermometer placed inside the dummy’s flesh.

c) The temperature shall be recorded at intervals not exceeding 10 minutes.

d) A printout of the temperature readings shall be supplied as part of the

standard output of the test.

e) Subject to the ATD remaining within the test environment, it shall not be
necessary to repeat the temperature stabilisation procedures set out in
G.2.3 a) to d) for a sequence of tests or for repeat testing.

G.2.4 All constant friction joints shall have their ‘stiffness’ set by the following method:

a) The ATD temperature shall be stabilised in accordance with G.2.3.

b) The tensioning screw or bolt which acts on the constant friction surfaces
shall be adjusted until the joint can just hold the adjoining limb in the
horizontal. When a small downward force is applied and then removed,
the limb shall continue to fall.

c) The ATD joint stiffnesses shall be set as close as possible to the time of
the test and, in any case, not more than 24 hours before the test.

d) The ATD shall be maintained within the temperature range specified in

G.2.3 between the time of setting the limbs and the time of the test.

G.3 ATD positioning

G.3.1 The ATD shall be positioned as follows:

a) The ATD shall be placed on the seat as close as possible to the required
position so that its plane of symmetry corresponds to the plane of
symmetry of the seating position in question.

b) A small rearwards force shall be applied to the lower torso and a small
forwards force to the upper torso to flex the upper torso forwards from the
seat back. The torso shall then be rocked left and right four times, going to
between 14° and 16° to the vertical.

c) A small rearwards force shall be applied to the upper torso while

maintaining the small rearwards force to the lower torso to return the upper
torso to the seat back. This force shall be removed slowly.

d) The ATD's hands shall rest on its thighs with its elbows touching the seat
back. If seated at a table the ATD’s hands shall rest on the table top, with
the arms aligned with the longitudinal axis of the dummy, palms down, with
the wrist bolt in line with the edge of the table.

e) The legs shall be extended to the maximum and then lowered so the heels
shall touch the floor. The feet shall be pushed 10 mm rearward and shall
be adjusted so the foot lies flat on the floor. The heels shall be adjusted so
they have the same longitudinal position.

RSSB Page 61 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

f) The separation between the knees shall be 170 mm.

g) The head transverse instrumentation platform shall be horizontal to within

2.5° from the horizontal.
th
G.3.2 Where it is not possible to correctly position 95 percentile ATDs for dynamic
th
structural integrity testing, it is permissible to use 50 percentile ATDs which are
th
ballasted to the mass of a 95 percentile ATD.

a) For forward tests, the ballast mass shall be placed in line with the pelvis
and the ATD positioned to bring the knees in line with those of the outer
ATDs.

b) For rearward tests, the ballast mass shall be placed on the ATD chest.

G.3.3 Using a fixed datum on the fixed seat structure, the following ATD reference
positions shall be measured and recorded longitudinally, laterally and vertically:

a) ‘H-Point’ (see Figure G.1).

b) Head centre of gravity.

G.3.4 Measurements defining the ATD position relative to the seat shall be made to an
accuracy of ±5 mm. The datum point shall be recorded.

G.3.5 The ATD pelvic angle shall be measured relative to the horizontal plane.

H-Point

Figure G.1 H-Point location on ATD

Page 62 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

G.4 Instrumentation
G.4.1 Measuring instruments and instrumentation cabling shall not in any way affect the
movement of the ATD during impact.

G.4.2 The temperature of the system of measuring instruments shall be stabilised

before the test and maintained within a range between 19°C and 26°C.

RSSB Page 63 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Appendix H Injury Criteria and Survival Space

The content of this appendix is mandatory

H.1 Injury criteria assessment

H.1.1 Injury criteria shall be measured according to established European or
international standards and testing protocols.

H.1.2 All measurements shall be taken in accordance with the positive sense
(acceleration and force directions) and filtering specified in SAE J211-1.

H.1.3 Injury criteria from H.2 to H.7 below shall be selected according to the type of
installation being assessed, previous test experience and initial test results or test
observations.

H.1.4 Following a dynamic test (or equivalent simulation) the injury criteria shall be
evaluated from the recorded data and an assessment made of the results
obtained.

H.1.5 The injury criteria assessment shall:

a) Take into account the test equipment, test conditions, instrumentation

characteristics and measurement accuracy and any other relevant
parameters.

b) Account for any anomalies observed during testing due to for example loss
of containment or unforeseen contact by the ATD against the items forming
the test assembly.

c) Conclude if the results obtained are satisfactory or not with respect to the
objectives of the test and the injury criteria specified.

H.1.6 It is permissible to make reference to previous testing or other relevant data in

determining the acceptability of the results.

H.2 Head injury criteria

H.2.1 Head injury criteria shall be determined in accordance with the requirements of
H.1.3.

H.2.2 The head injury criterion (HIC) shall not exceed a value of 500 over any time
interval of 15 ms. The HIC shall be calculated using the following formula:

ª t2 º
« ³ A R dt »
2.5

t 2  t1 « t1
« »

« 2  
1 »
»
HIC

« »
t t

¬ ¼

Where t1 represents the start of the time interval

t2 represents the end of the time interval.
AR is the resultant acceleration

And AR = A 2X  A 2Y  A 2Z

Where AX, AY, AZ represent the accelerations in the X,Y, and Z

directions.

Page 64 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

H.2.3 The maximum acceleration of the head shall not exceed 80 g for more than 3 ms.

H.3 Neck injury criteria

H.3.1 Neck injury criteria shall be determined in accordance with the requirements of
H.1.3.

H.3.2 The bending moment of the neck in flexion (MY) shall not exceed 310 Nm.

H.3.3 The bending moment of the neck in extension (MY) shall not exceed 135 Nm.

H.3.4 The peak tensile force on the neck (FZ) shall not exceed 4170 N.

H.3.5 The peak compressive force on the neck (FZ) shall not exceed 4000 N.

H.3.6 At any point in time the neck injury criterion (Nij) shall not exceed 1.0. The Nij
shall be calculated using the following formula:

Nij = (FZ/FZC) + (MY/MYC)

Where FZC is 6806 N when FZ is tensile

FZC is 6160 N when FZ is compressive

MYC is 310 Nm when MY is in flexion

MYC is 135 Nm when MY is in extension.

H.4 Upper chest (thorax) injury criteria

H.4.1 Thoracic injury criteria shall be determined in accordance with the requirements
of H.1.3.

H.4.2 The maximum resultant chest acceleration (Amax) shall not exceed 60 g over any
3 ms interval.

H.4.3 The maximum chest deflection (Dmax) shall not exceed 63 mm.

H.4.4 The viscous criterion (V*C) at any time t shall not exceed 1.0 m/s. The V*C shall
be calculated using the following formula:

V*C = 1.3 x V(t) x C(t)

Where V(t) is the instantaneous chest velocity (m/s)

C(t) is the instantaneous chest compression

And C(t) = D(t) / 229

Where D(t) is the instantaneous chest deflection in mm.

H.4.5 The combined thoracic index (CTI) shall not exceed a value of 1.0. The CTI shall
be calculated using the following formula:

CTI = (Amax/Aint + Dmax/Dint)

Where Aint is 90 g

Dint is 103 mm

Amax is defined in H.4.2

RSSB Page 65 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Dmax is defined in H.4.3.

H.5 Lower chest (abdomen) injury criteria

H.5.1 Abdomen injury criteria shall be determined in accordance with the requirements
of H.1.3.

H.5.2 If a frangible abdomen device is used, in conjunction with a standard Hybrid III
ATD, the peak abdominal compressive deflection shall not exceed 40 mm.

H.5.3 If the instantaneous abdominal deflection and velocity is measured, using an

alternative test device as permitted by G.1.4, the V*C at any time t shall not
exceed 1.98 m/s. The V*C shall be calculated using the following formula:

V*C = V(t) x C(t),

Where V(t) is the instantaneous abdominal velocity (m/s)

C(t) is the instantaneous abdominal compression.

And C(t) = D(t) / DAB

Where D(t) is the instantaneous abdominal deflection

DAB the depth of the uncompressed abdomen test device.

H.6 Leg injury criteria

H.6.1 Leg injury criteria shall be determined in accordance with the requirements of
H.1.3.

H.6.2 The tibial index (TI) shall be calculated using the following formula:

TI = | M(t)/MC | + | F(t)/FC |

Where MC is 240 Nm

FC is 12 kN

M(t) is the instantaneous resultant tibial bending moment

F(t) is the instantaneous tibial compressive force.

H.6.3 The maximum tibial compressive force shall not exceed 8 kN.

H.6.4 The peak femur compressive force shall not exceed 4.3 kN and the TI at any time
t shall not exceed a value of 1.3. It is permissible for the femur compressive force
to exceed 4.3 kN up to a maximum value of 5.7 kN subject to the maximum
permissible TI value linearly decreasing from 1.3 to 1.0 over the range 4.3 to 5.7
kN (see Figure H.1).

H.6.5 The maximal knee displacement shall not exceed 16 mm.

Page 66 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Leg injury criteria

4.3, 1.3
1.25
5.7, 1
Tibial Index (TI)

0.75
Acceptable region
0.5

0.25

0
0 1 2 3 4 5 6

Femur axial force [kN]

Figure H.1 Leg injury criteria

H.7 Neck rotation (rear impact) criteria

H.7.1 Neck rotation criteria shall be determined for a rear impact in accordance with the
requirements of H.1.3.

H.7.2 Posterior angular rotation between the head and torso of the ATD used to
measure injury criteria shall not exceed 12°, for a rear impact.

H.8 Survival space

H.8.1 Survival space shall be determined assuming that at least a minimum space
envelope is maintained that can accommodate any passenger in the range
th th
between a 5 percentile female and a 95 percentile male.

H.8.2 For seated occupants, their survival space shall be determined assuming that
they are normally seated.

H.8.3 It is permissible to use one of the following methods or a combination of these to

determine that sufficient survival space is maintained:
th
a) By including a 95 percentile male ATD or dimensionally equivalent
dummy in a rearward dynamic test. After testing it shall be demonstrated
that:

i) The dummy has not been compressed or penetrated by any

adjacent parts.

ii) The dummy can be removed by hand without removing seats, tables
or other items.
th
b) By including a 5 percentile female ATD or dimensionally equivalent
dummy in a rearward dynamic test. After testing it shall be demonstrated
that the dummy has not been compressed or penetrated by any adjacent
parts.

c) By measurement, simulation or calculation.

RSSB Page 67 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

d) By demonstrating for drivers’ seats that the clearance zone requirements

set out in BS EN 15227:2008 are satisfied.

Page 68 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Appendix J Symbols for Lifting / Jacking Points

The content of this appendix is mandatory

J.1 Symbol colour

J.1.1 lifting jacking point symbols shall be coloured either golden yellow to
BS 4800-08E51 or white or black.

J.2 Symbol for lifting or jacking at 4 points without running gear

J.3 Symbol for lifting or jacking at 4 points with or without running gear

RSSB Page 69 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

J.4 Symbol for lifting or jacking at one end with or without running
gear

Page 70 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Definitions
General definitions
Access panel
A panel or other part which can be opened or removed for maintenance using handles, a
key or other simple hand tools.

Anthropomorphic test device (ATD)

Anthropomorphic test devices (ATDs) are full-scale crash test dummies that simulate the
dimensions, articulation and mass distribution of the human body, and are usually
instrumented to record acceleration, force and displacement data in simulated vehicle
impacts.

Barrier vehicle
A vehicle intended to separate or segregate other vehicles within a train.

Bodyside window
Any window on the side of a vehicle, including cab side windows and windows in external
doors.

Freight vehicles
Vehicles designed and used for carrying payloads which do not include people.

Interlayer
A layer or material acting as an adhesive and separator between plies of glass or plastic
glazing material which can also give additional performance such as impact resistance.

Laminated safety glass

A sandwich construction comprising layers of glass or plastic glazing material joined
together with one or more interlayers, where, in the case of breakage, the interlayer(s)
retains the glass fragments, limits the size of any opening, offers residual resistance and
reduces the risk of cutting or piercing injuries.

Lifeguard
A structural element positioned in front of a wheel with the objective of preventing small
obstacles from entering the 'nip' between the wheel and the rail and thereby causing the
wheel to lift with a consequent risk of derailment.

Modification
Engineering change to a rail vehicle that has the potential to affect a rail vehicle’s
conformance with the mandatory requirements.

Obstacle deflector
A structural device placed at the leading end of a rail vehicle with the objective of shielding
the leading wheelset and removing any large obstacles from the path of the train.

Open point
Requirements that are considered to be necessary but do not currently exist. In such
cases a technical argument is to be formulated and documented that addresses the risk
associated with the subject of the open point.

Passenger vehicles
Vehicles designed and used for carrying passengers who are fare-paying customers.

RSSB Page 71 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Place of safety
A location away from the immediate driving position of a vehicle to which the driver may
escape for protection from the likely effects of a collision or derailment.

Post-yield plasticity
The ability of a material to continue deforming in a plastic manner after it has reached yield
point, rather than suddenly fracturing.

Primary impact
The original or initial impact of a colliding vehicle with another vehicle or object.

Primary structures
For the purposes of this document, primary structures are considered to be those elements
of a vehicle whose primary purpose is to withstand or distribute the loads seen in normal
operation and in exceptional circumstances such as collisions or derailments. Primary
structural elements include:

a) Bodyshell.

b) Bogies.

c) Structural elements required for crashworthiness.

d) Couplers and drawgear.

e) Equipment rafts and cases.

f) Jacking and lifting features.

Rail vehicle
A vehicle designed for operation on a railway, excluding those used within a possession
only.

Refurbishment
A programme of interior/exterior work undertaken on a vehicle to restore or enhance the
level of design, performance or the materials used in its construction.

Rigidly coupled rake

If adjacent vehicles in a rake are effectively rigidly coupled together in the longitudinal
sense, all the vehicles may be considered to act as one when subjected to longitudinal
shock loads due to rough shunting or collisions. In practical terms the requirement for rigid
coupling may be met by the kind of very stiff element that is used in articulation joints, for
example as fitted to class 373 vehicles. It is not met on vehicles equipped with automatic
couplers or bar couplers where the drawgear permits large and easily visible relative
movements between vehicles. In such cases the vehicles should be considered as acting
separately when subjected to longitudinal shock loads.

Page 72 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Secondary structural elements

For the purposes of this document, secondary structural elements are considered to be
those elements of a vehicle which interface directly with passengers or traincrew.
Secondary structural elements include:
a) Windscreens

b) Windows

c) Doors

d) Gangways

e) Interiors (for example seats, tables, panelling, partitions etc.).

Survival space
The minimum space occupied by a person necessary for that person to survive.

Traincrew
Staff and personnel such as drivers, guards and conductors employed on board a train
who have responsibilities for its safe operation.

Translator vehicle
A barrier vehicle equipped with different type of coupler or inter-vehicle connections at
each end to allow trains to be formed of otherwise incompatible vehicles.

Vehicle type
For the purposes of this document this shall mean a group of vehicles which have similar
design and operating characteristics and with identical electrical circuitry associated with
train wires and their function.

Definitions specific to Part 5 Secondary Structural Elements

External door
A door on the side or end of a vehicle which provides access between the outside and the
inside.

Inter-vehicle gangway
A throughway between two adjacent vehicles.

Open wide gangway

A throughway between two adjacent vehicles without internal doors between the gangway
and passenger areas and where the internal width exceeds 1000 mm in part or in full.

Windscreen
A forward facing window.

Definitions specific to Part 6 Vehicle Elements Interfacing with

Passengers and Traincrew
Free flight velocity
The final or terminal velocity of an unrestrained object, when subjected to a given
acceleration or acceleration pulse.

Grab rail
A predominately horizontal handrail provided for passenger support, typically of sufficient
length for a number of passengers’ use.

RSSB Page 73 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

Grab pole
A predominately vertical handrail provided for passenger support, typically of sufficient
height for a number of passengers’ use.

Grab handle
A short handrail provided for passenger support, typically intended for a single user.

Hand hold
A shaped protrusion, typically fitted to seat backs, to provide passenger support but with
limited grip compared to a grab handle, grab rail or grab pole.

Interior
Those areas of a vehicle, including all surfaces, furniture, fixtures and fittings, furnishings
and other equipment, which are accessible to passengers, traincrew and personnel.

Interior door
A door which provides access from one part of the vehicle interior to another part.

Luggage rack
Rack provided at ceiling height intended for stowing of relatively light weight passenger
items such as briefcases, holdalls and coats.

Luggage stack
A floor mounted unit intended for stowing relatively heavy items of passenger luggage such
as suitcases.

Seat zone
The area occupied by a seated passenger bounded by the passenger’s seat and any table
or seat situated in front, opposite and adjacent, or the area occupied by a seated crew
member bounded by the crew member’s seat and any table, console or structure in front.

Secondary impact
Impacts which are provoked as a consequence of the primary impact, such as passengers
impacting other passengers or impacting interior features of the vehicle.

Spalling
The detachment of particles or spall from the inner face of the windscreen or window, when
the outer face is subject to impact.

Transverse seat
A seat, typically part of a group installed transversely across the vehicle, aligned with the
longitudinal axis of a vehicle so that the occupant is either sitting facing or back to the
direction of travel.

Trim panel
A panel the presence or absence of which does not materially change the strength or
stiffness of the structure to which it is attached.

Definitions specific to Part 8 Mechanical Coupling of Vehicles

Adaptor coupling
A type of coupler which enables vehicles with incompatible couplers to be connected
together for the purposes of rescue and/or transfer.

Page 74 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

Buffers
The fittings on the end of a railway vehicle, mounted at the sides as separate units,
designed to enable longitudinal compressive forces to be transferred between adjacent
vehicles.

Coupler
The element which mechanically connects the vehicles together.

Coupling system
The mechanical system, including buffers where fitted, drawgear and gangway where
fitted, that connects two rail vehicles together, and the electrical and pneumatic
connections where fitted between vehicles.

Drawgear
A set of fittings used to connect railway vehicles for the purpose of transmitting longitudinal
forces between adjacent vehicles; connection can be made manually or automatically.

Definitions specific to Part 9 Lifting, Recovery and Emergency

Movement of Vehicles
Flange-back
That part of the vertical surface of a wheel which forms the inside face of the wheel rim
above rail level and which is the reference face for specifying all wheel profile dimensions.
It is also used as a datum face for maintenance checking of a wheelset.

Jacking
The action of raising a vehicle or part of a vehicle by pushing upwards from underneath
using appropriate equipment such as jacks.

Jacking or lifting point

Designated location or housing designed for supporting the weight of a vehicle, or part of a
vehicle, when using lifting jacks, lifting brackets and slings, or other means of vertical or
horizontal support.

Lifting
The action of raising a vehicle or part of a vehicle by pulling upwards from above using
appropriate equipment such as cranes.

Recovery
The process of clearing the railway line of a vehicle that has been immobilised as a result
of collision, derailment, accident or other incident.

Wheel profile
That part of the surface of the wheel or tyre between the flange-back and the outside face
of the wheel or tyre.

Wheelskate
A device for rescuing crippled vehicles where a wheelset is not fit to rotate, by lifting the
affected wheelset clear of the rails and providing alternative support and guidance through
the device’s wheels.

RSSB Page 75 of 77
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Issue Four Requirements for Rail Vehicle
Date December 2010 Structures

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
GM/GN2685 Guidance on Lifting, Jacking, Recovery and Emergency Movement of
Rail Vehicles
GM/GN2686 Guidance on Rail Vehicle Bodyshell, Bogie and Suspension Elements
GM/GN2687 Guidance on Rail Vehicle Interior Structure and Secondary Structural
Elements
GM/GN2688 Guidance on the Structural Design of Rail Freight Wagons including
Rail Tank Wagons
GM/GN2689 Guidance on Mechanical Coupling of Rail Vehicles
GM/RT2130 Vehicle Fire, Safety and Evacuation
GM/RT2400 Engineering Design of On-Track Machines
GM/RT2466 Railway Wheelsets
Other references
The Railways (Interoperability) Regulations 2006
2008/57/EC Directive 2008/57/EC of the European Parliament and of the Council
of 17 June 2008 on the interoperability of the rail system within the
Community
49 CFR 572.30 Code of Federal Regulations, Title 49 Transportation, Chapter 5,
National highway traffic safety administration, Department of
Transportation, Part 572 Anthropomorphic test devices, Subpart E –
Hybrid III Test Dummy. United States government.
AV/ST9001 Vehicle Interior Crashworthiness (withdrawn)
‘Blue book’ Railway Safety Principles and Guidance, Part 1, Health and Safety
Executive, 1996
BS 857:1967 Specification for Safety glass for land transport
BS EN 12600:2002 Glass in building - Pendulum test - Impact test method and
classification for flat glass
BS EN 12663-1:2010
Railway applications - Structural requirements of railway vehicle
bodies Part 1: Locomotives and passenger rolling stock (and
alternative method for freight wagons)
BS EN 12663-2:2010
Railway applications - Structural requirements of railway vehicle
bodies Part 2: Freight wagons
BS EN 15152:2007 Railway applications - Front windscreens for train cabs
BS EN 15227:2008 Railway applications - Crashworthiness requirements for railway
vehicle bodies
BS EN 15663:2009 Railway applications - Definition of vehicle reference masses
CR WAG TSI Conventional Rail Freight Wagons TSI, Decision 2006/861/EC
(OJ L 344, 8.12.2006, p. 1)
ECE 94 E/ECE/TRANS/505, Regulation No. 94, Uniform provisions
concerning the approval of vehicles with regard to the protection of the

Page 76 of 77 RSSB
 Uncontrolled When Printed
Document to be superseded on 01/09/2012
To be superseded by GMRT2100 Iss 5 published on 02/06/2012
Railway Group Standard
GM/RT2100
Requirements for Rail Vehicle Issue Four
Structures Date December 2010

occupants in the event of a frontal collision, Revision 1, 2/2/2007,

United Nations, Geneva.
MIL-S-13192P Department of Defense, Military Specification, Shoes, Men's Dress,
Oxford, Amendment 1, October 14, 1994, Original issue 1988.
PRM TSI Persons of Reduced Mobility TSI, Decision 2008/164/EC
(OJ L 64 7.3.2008, p. 72).
RVAR Rail Vehicle Accessibility Regulations, Statutory Instrument S.I.
1998/2456, amended by S.I. 2000/3215, as further amended by The
Rail Vehicle Accessibility (Interoperable Rail System) Regulations
2008, Statutory Instrument S.I. 2008/1746.
SAE J211-1 Society of Automotive Engineers specification, Instrumentation for
Impact Test - Part 1 - Electronic Instrumentation, SAE International,
1/7/2007.

Other relevant documents

Other references
BS 7608:1993 Code of practice for Fatigue design and assessment of steel
structures
BS 8118-1:1991 Structural use of aluminium Part 1: Code of practice for design
BS EN 1993-1-9:2005
Eurocode 3: Design of steel structures - Part 1-9: Fatigue
DD ENV 1999-2:2000
Eurocode 9: Design of aluminium structures – Part 2: Structures
susceptible to fatigue
BS EN 13749:2005 Railway applications - Methods of specifying structural requirements
of bogie frames
BS EN 15020:2006 Railway applications - Rescue coupler - Performance requirements,
specific interface geometry and test methods
BS EN 15551:2009 Railway applications - Railway rolling stock - Buffers
PeopleSize 2008 www.openerg.com or Open Ergonomics Ltd, Melton Road, Hickling
Pastures, Melton Mowbray, Leicestershire, LE14 3QG, UK

RSSB Page 77 of 77