National Rail System Standard / 6
ENGINEERING
INTEROPERABILITY
STANDARDS
Issue Prepared (P), Reviewed (R),
Approved by
Date of Approval
Amended (A)
ONE
A E Neilson (P) (A)
Crown (Letter of Authority)
09 July 2004
M S McKeon (R)
T R Prestidge (R),
Toll NZ Consolidated Ltd
L R Major (R). C Thompson (R)
(D Jackson)
TWO
A E Neilson (A)
WJL Peet (Chief Executive,
12 June 2008
JTC - EI (21/6/07 & 2/11/07) (R)
ONTRACK)
NRSS Executive (R)
THREE W Hudson (A)
J Quinn (Chief Executive,
26 April 2010
JTC – EI (17/2/09, 22/4/09, 24/6/09 & 20/4/10) (R)
KiwiRail)
NRSS Executive 22/4/10 (R)
FOUR
W Hudson (A)
J Quinn (Chief Executive,
12 April 2013
JTC-EI (17/11/10, 8/6/11) (R)
KiwiRail)
NRSS Executive 13/3/13 (R)
Approved by NZTA for adoption by al licence holders on the National Rail System on19 April 2013
The holder of printed or duplicated copies of this document is responsible to ensure
they use the latest version.
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Engineering Interoperability Standards
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PREFACE
National Rail System (NRS) Standard
The objective of this NRS Standard is to provide a generic framework for engineering interoperability
requirements. It is applicable for all activities involving operation of the National Rail System and is
designed to meet the requirements set out in the relevant legislation and the NZ Transport Agency
document “Rail Safety Licensing and Safety Assessment Guidelines”.
It is generic and specific to users of the National Rail System. The terminology chosen to apply to the
National Rail System has been used in this NRS Standard.
Review of National Rail System (NRS) Standards
NRS Standards are subject to periodic review and are kept up to date by the issue of amendments or
new editions as necessary. The user is responsible for ensuring that they are in possession of the
latest edition, and any applicable amendments.
Full details of all NRS Standards are available from
the Access Provider. The Document Controller for
all NRS Standards is
the Access Provider.
Suggestions for improvements to NRS Standards should be addressed to
the Access Provider. Any
inaccuracy found in
this NRS Standard should be notified immediately to enable appropriate action to
be taken.
Contact the Access Provider at:
Chair Joint Technical Committee – Engineering Interoperability
Wellington Railway Station
PO Box 593
Wel ington 6140
www.kiwirail.co.nz
IMPORTANT NOTE: This document forms part of any “Access Agreement” between the Access
Provider and any Operator, and should be read in conjunction with any such Access
Agreement. In particular, the Access Agreement sets out certain procedures relating to
vehicle, operational and safety audits, and the rights of the Access Provider in respect of any
breach of that Agreement or the standards contained in this document.
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CONTENTS
1.
GENERAL ........................................................................................................................... 5
1.1 Scope ........................................................................................................................... 5
1.2 Application ................................................................................................................... 5
1.3 Audit Inspections ......................................................................................................... 5
1.4 Variation from Interoperability Standards .................................................................... 5
1.5 Heritage Vehicles ........................................................................................................ 6
1.6 Inconsistency with Operators Rail Safety Case .......................................................... 6
2.
RAIL VEHICLE QUALIFICATION ...................................................................................... 7
2.1 General ........................................................................................................................ 7
2.2 Certification .................................................................................................................. 7
2.3 Non-Compliance .......................................................................................................... 7
2.4 Maintenance ................................................................................................................ 8
2.5 Incident and Derailment Damage ................................................................................ 8
3.
RAIL PERSONNEL QUALIFICATIONS ............................................................................. 8
4.
RUNNING RIGHTS ............................................................................................................. 9
4.1 Route Authorisation ..................................................................................................... 9
4.2 Clearances................................................................................................................... 9
4.3 Load Limit for Rail Vehicles ....................................................................................... 10
5.
NOT USED IN THIS ISSUE .............................................................................................. 10
6.
AXLE LOADS ................................................................................................................... 11
6.1 Axle Weight Ratio ...................................................................................................... 11
6.2 Weight Imbalance ...................................................................................................... 11
6.3 Rail Profile ................................................................................................................. 11
6.4 Minimisation of Track Forces ..................................................................................... 11
6.5 Operation of Signal ing Systems ............................................................................... 12
7.
CURVE NEGOTIATION & STABILITY ............................................................................ 13
7.1 Vertical and Horizontal Curve and Track Twist Negotiation ...................................... 13
7.2 Maximum L/V Ratio in Curves ................................................................................... 13
7.3 Vehicle Combinations ................................................................................................ 14
7.4 Centre of Gravity ....................................................................................................... 14
7.5 Wind loading .............................................................................................................. 14
8.
WHEELS AND AXLES ..................................................................................................... 15
8.1 Back to Back Dimensions .......................................................................................... 15
8.2 Wheel Profile ............................................................................................................. 15
8.3 Tread Wear Limits ..................................................................................................... 15
8.4 Permissible Differences in Wheel Tread Diameters .................................................. 16
8.5 Wheel Defects ........................................................................................................... 16
8.6 Wheel Hardness ........................................................................................................ 17
9.
BRAKING AND ACCELERATION ................................................................................... 18
9.1 Acceleration Affecting Signalling Systems ................................................................ 18
9.2 Braking Continuous ................................................................................................... 18
9.3 Control of Braking ...................................................................................................... 18
9.4 Rail Vehicle Braking Performance ............................................................................. 18
9.5 Not used in this issue ................................................................................................ 19
9.6 Park brake ................................................................................................................. 19
9.7 Air Brake System Type .............................................................................................. 19
9.8 Compliance with Braking Standards ......................................................................... 20
10. MAXIMUM SPEEDS ......................................................................................................... 21
10.1 General ...................................................................................................................... 21
10.2 Heritage Equipment ................................................................................................... 21
10.3 Curve radius, speed, cant, transition and gauge ....................................................... 21
11. COUPLERS ...................................................................................................................... 22
11.1 Drawbar Height .......................................................................................................... 22
11.2 Drawgear Strength .................................................................................................... 22
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11.3 Standard Types of Drawgear ..................................................................................... 22
11.4 Non Standard Drawgear ............................................................................................ 22
11.5 Brake Line Couplings ................................................................................................ 22
12. SAFETY EQUIPMENT ...................................................................................................... 23
12.1 Safe Riding Positions ............................................................................................. 23
12.2 Headlights ............................................................................................................... 23
12.3 Tail Lights ............................................................................................................... 23
12.4 Audible Warning Devices ....................................................................................... 23
12.5 Cow Catchers ......................................................................................................... 23
12.6 Visibility of Leading Vehicles .................................................................................. 24
12.7 Ditch Lights on Lead Vehicle .................................................................................. 24
12.8 Rail Vehicle Side Conspicuity ................................................................................. 24
12.9 Traction Overhead Electrical Hazards .................................................................... 25
12.10 Passenger Activated Train Emergency Stop.......................................................... 25
12.11 European Train Control System ............................................................................ 25
13. INSTRUMENTS & MONITORING EQUIPMENT .............................................................. 26
13.1 Speedometer ............................................................................................................. 26
13.2 Event Recorder .......................................................................................................... 26
13.3 Radio Equipment ....................................................................................................... 27
13.4 Vigilance Device ........................................................................................................ 27
13.5 Future Upgrades ........................................................................................................ 28
14. VEHICLE IDENTIFICATION ............................................................................................. 28
15. ENVIRONMENTAL RESTRICTIONS ............................................................................... 29
15.1 Toilet Waste ............................................................................................................... 29
15.2 Noise .......................................................................................................................... 29
15.3 Exhaust and Spark Emissions ................................................................................... 29
15.4 Fuel, Lubricant and Coolant Leakage ....................................................................... 29
16. GANGWAYS AND HANDRAILS ...................................................................................... 30
16.1 End platforms............................................................................................................. 30
16.2 Clause not used in this issue. .................................................................................... 30
16.3 Designs to Ensure Safety .......................................................................................... 30
16.4 Shunters handgrabs and footsteps ........................................................................... 30
17. RAIL VEHICLE ELECTRICAL POWER SYSTEMS ........................................................ 31
17.1 Scope ......................................................................................................................... 31
17.2 “Extra-low Voltage” Control Circuits .......................................................................... 31
17.3 Single Vehicles or Permanently Coupled Vehicles ................................................... 31
17.4 Coupled Vehicles with Standard Drawgear Types .................................................... 32
17.5 Shore Supplies .......................................................................................................... 32
17.6 Power Circuits fed from a Rail Vehicle ...................................................................... 33
17.7 Electrical Compatibility between Rail Vehicles .......................................................... 33
17.8 Electrical emergency systems ................................................................................... 33
17.9 Interior lighting ........................................................................................................... 33
18. ELECTRIC TRACTION COMPATIBILITY........................................................................ 34
19. TRACK STANDARDS ...................................................................................................... 34
20. NETWORK STANDARDS ................................................................................................ 35
21
SIGNAL SPACING PRINCIPLES ..................................................................................... 36
APPENDIX A ............................................................................................................................... 37
APPENDIX B ............................................................................................................................... 39
APPENDIX C ............................................................................................................................... 40
APPENDIX D ............................................................................................................................... 41
APPENDIX E ............................................................................................................................... 42
APPENDIX F ............................................................................................................................... 44
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1.
GENERAL
1.1 Scope
This National Rail System Standard describes the required features and characteristics of Operators’
Rail vehicles only as far as are required to ensure safe and effective interface with the National Rail
System network.
Operators have the responsibility to ensure that al rail vehicles used on the National Rail System are
covered by an approved Safety Case and meet the requirements of this standard.
This National Rail System Standard does not provide a comprehensive design standard that covers all
aspects of vehicle requirements.
1.2 Application
1.2.1 This standard applies to all Rail Vehicles on the National Rail System with the
exception of hi-rail vehicles and Mobile Track Maintenance Machines.
1.2.2 Clause not used.
1.2.3 When this document specifies a condition “approved by the Access Provider” or
“acceptable to the Access Provider” it means notification in writing from an authorised
Officer of the Access Provider.
1.2.4
Undated documents, drawings and measurement gauges specified in this document
shal be the version applicable as at 9 July 2004.
1.3 Audit Inspections
The Access Provider (or nominated agents or contractors) may, where doubt exists about rail vehicle
compliance with this standard, inspect vehicles, facilities and processes and interview operators, their
rail personnel, agents or contractors, to ascertain that:
The standards in this document and all other National Rail System standards are being
achieved
Work is being carried out in accordance with good sound railway engineering practice.
The Operator of the vehicle is expected to provide appropriate information, records and personnel free
of charge and the audit may involve operating tests, with the operating costs of the vehicle and
infrastructure to be met by the Operator.
The Access Provider shal be entitled to require that its own employees, agents or contractors
accompany any train for technical audit, operational or safety reasons.
The Access Provider wil not accept any liability by not inspecting, or not inspecting fully, as
compliance with this standard is the responsibility of each Operator.
1.4 Variation from Interoperability Standards
Variations to this document may only be made in accordance with change management processes
applicable to National Rail System Standards (refer NRSS / 2 - Safety Management).
Operators must obtain an approval for exemption from the Access Provider for any rail vehicle or class
of rail vehicle that does not comply with the requirements of this document. The approval may specify
conditions including restrictions on running rights. Exemptions from specific requirements of this
standard must be approved in writing by the Access Provider.
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Any enquiries regarding this standard or applications for specific exemptions from it must be
forwarded to the Access Provider.
Any change proposed by the Access Provider or any Operator to technical parameters that could
significantly affect the risk profile of another party subject to this standard, are to be notified in
accordance with defined change management procedures agreed between parties.
1.5 Heritage Vehicles
The Access Provider may make provision for the acceptance of Heritage Vehicles that do not comply
with all current interoperability or design requirements, or for which compliance in certain areas cannot
be assumed.
A vehicle operating under such provisions wil be subject to special requirements that may include
operating restrictions that ensure the overal safety of the heritage operation is maintained at a similar
level to that of an operation using unrestricted vehicles.
For Heritage Vehicles, NRSS/11 “Heritage Vehicle and Train Management” details additional specific
requirements and also takes precedence for Heritage Vehicle inspection and certification
requirements. For al such Heritage Vehicles, clause 1.4.2 applies.
1.6 Inconsistency with Operators Rail Safety Case
Where any inconsistency exists between this document and the safety system documentation of a
licensed Operator, the Operator wil need to amend its documentation accordingly to bring it into line
with this document to meet the standard within one year of the issue date of this document.
This may require the Operator to vary its safety case and submit the variation to the NZ Transport
Agency for approval.
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2.
RAIL VEHICLE QUALIFICATION
2.1 General
2.1.1 Operators must ensure that their vehicles are designed, constructed, maintained and operated
in accordance with good sound railway engineering practice; the Operator’s approved Rail
Safety System, the requirements of the Railways Act and all National Rail System standards.
2.1.2 In the absence of sound alternatives contained in the Operator’s Rail Safety System approved
by the NZ Transport Agency as part of their Safety Case and agreed to by the Access
Provider, Toll Rail (or predecessor) codes, standards and practices effective at 9 July 2004,
with subsequent amendments acceptable to the Access Provider wil apply with respect to all
aspects of design, construction (including vehicle body strength, longitudinal strength and
crashworthiness), inspection and maintenance. Note that these Toll Rail (or predecessor)
standards are currently generally accepted NZ rail industry practice applicable to the National
Rail System.
2.1.3 Nation-wide standards specifying minimum rail vehicle construction standards applicable to
new and existing rail vehicles may be subsequently developed.
2.2 Certification
Before any rail vehicle wil be allowed onto the National Rail System for the first time, or after
modifications that alter vehicle axle loads, weight distribution and/or physical profile, the Operator
must have a competent railway mechanical engineer (the Certifying Engineer) certify it as fit for
service on the National Rail System. The Certifying Engineer must be suitably qualified and
acceptable to the Access Provider. The Certifying Engineer must subject the rail vehicle to a formal
acceptance process to demonstrate compliance with this standard and the Operators engineering
standards applicable as a part of their Rail Safety System.
In certifying the rail vehicle the Certifying Engineer must give due weight or consideration to, but not
limited to:
The nature of the service in which the vehicle wil be employed
The operating environment it wil be used in
Its condition and its maintenance history (existing vehicles)
Proposed maintenance environment
Its
structural strength, crashworthiness and other safety features
The original construction standards and its compliance with these (where applicable)
Any heritage status
Other factors pertinent with respect to sound railway engineering practice
Al rail vehicles operated by and accepted as fit for service by Toll Rail and any other Operator prior to
9 July 2004, are deemed certified for the purpose of this section 2.2;
Heritage rail vehicles must comply with the requirements of NRSS/11.
2.3 Non-Compliance
The Access Provider reserves the right to refuse running rights for vehicles that do not comply with
these standards or which raise significant safety or operating issues (including rail personnel
qualifications) not covered by these standards.
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2.4 Maintenance
Before operating on the National Rail System, any rail vehicle must have current compliance with the
Operators maintenance system as approved as a part of the Operators Safety Case.
Operators shal maintain their rail vehicles in a safe operational condition in accordance with the
requirements covered by their Rail
Safety Case, sound railway engineering practice and requirements
of this standard, and also ensure that they are fit to operate (in al respects) for use in carrying out rail
operations.
2.5 Incident and Derailment Damage
Operators are responsible to inspect any incident and derailment damage to their rail vehicles to
determine whether they are fit for continued service, together with any operating restrictions that must
apply for safe operation on the National Rail System pending further interim or permanent repairs.
Where the operator is not the owner of the rail vehicle involved, the owner must have an arrangement
in place with the operator to determine whether the vehicle is fit for continued service and is safe for
operation on the National Rail System.
The vehicle may not continue in service on the National Rail System until such determination has
occurred.
3.
RAIL PERSONNEL QUALIFICATIONS
After any certification carried out under Section 2.2, Operators’ personnel carrying out the following
must hold current qualifications and certifications in accordance with the Operator’s standards
applicable as a part of their Rail Safety System;
Periodic code inspections and certifying rolling-stock as fit for on-going service
Re-certification after incident or derailment damage
Re-certification after overhaul or repairs
Qualifications and certifications held by Operators personnel to carry out the above listed work must
be acceptable to the Access Provider.
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4.
RUNNING RIGHTS
4.1 Route Authorisation
Al rail vehicles are subject to route specific authorisation. Details of this authorisation wil be detailed
in the Rail Operating Rules and Procedures on a line by line basis, Bul etin, or specific Overgauge
Permit. The permit wil specify the maximum dimensions of the vehicle plus its load and all other
necessary conditions applicable to ensure safe transit.
Route authorisation and any restrictions applicable are primarily dependant on:
Route clearances
Capacity of the track and rail structures to carry the axle weights imposed by individual rail
vehicles
Al Operators must obtain running rights approval from the Access Provider prior to any running on the
National Rail System for the following:
New vehicles to be introduced to the National Rail System,
Vehicles with modifications that alter vehicle axle loads, weight distribution, vehicle dynamics
and/or physical profile.
4.2 Clearances
4.2.1 Compliance with the Standard Static Gauge (Appendix B) wil allow general operation over
most lines comprising the Control ed Network. Some exceptions apply including;
A number of industrial lines and sidings
Some loops
For which more restrictive clearances wil apply.
Note that drawing 13090429
in Appendix B is based on a static rail vehicle of particular ratios
of bogie centre distance to overal length. For rail vehicles of different proportions the gauge
must be adjusted accordingly.
Standard reduced static clearance criteria and the speed restrictions applicable are shown in
the table below. To enable safe operation over the National Rail System, rail vehicles and
loads on rail vehicles must comply unless specifically authorised otherwise by the Access
Provider.
In specific cases where this static gauge approach is not appropriate, the Access Provider and
the Operator may agree to assess clearances using process of kinematic evaluation, where al
vehicle movements are taken into account.
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STATIC CLEARANCE / SPEED TABLES
FOR HEIGHTS ABOVE THE VEHICLE FLOOR
Lateral Static Clearance (mm)
Maximum Speed (km/h)
Greater than 200
Line speed applicable
150 to 200
55
75 to 149 structural components
25
Exclude frangible components from the analysis for 75 mm clearance and above
50 to 74
15
Less than 50
Not to run unless piloted
FOR HEIGHTS AT OR BELOW THE VEHICLE FLOOR
Lateral/Vertical Static Clearance
Maximum Speed (km/h)
(mm)
Greater than 50
Line speed applicable
30 to 50
25
Less than 30
Not to run unless piloted
Frangible components are defined as items attached to rol ing stock that are designed such
that if they strike a fixed structure, the structure is not damaged. Examples of the sort of
components to which it is intended this requirements applies include car step extensions and
locomotive rear vision mirrors.
Frangible components must remain within the rol ing stock static gauge, or the approved
vehicle gauge for the route concerned and electrical clearances must be maintained.
4.2.2 Rail vehicles that do not comply with the Standard Static Gauge are likely to be prohibited
from some routes and wil be subject to speed restrictions on others.
4.3 Load Limit for Rail Vehicles
The load rating system used by Access Providers for structures is a function of axle weight, axle
spacing and train speeds. Nominal y, rail vehicles with 18 tonnes axle loads travelling at 80 km/h have
running rights on most principal lines on the Control ed Network.
Final determination of acceptable weights and loadings for each route wil be made by the Access
Provider in consultation with Operators.
5.
NOT USED IN THIS ISSUE
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6.
AXLE LOADS
6.1 Axle Weight Ratio
The ratio of axle load (kg) divided by wheel diameter (mm) shal not exceed 30.
6.2 Weight Imbalance
Rail vehicles must not exceed a 10% weight imbalance over a wheelset.
Example: If wheel weights in a wheel set are 7 tonnes and 11 tonnes respectively, the average weight
is 9 tonnes and the weight imbalance is (11 – 9)/9 x 100% = 22%, which exceeds 10% and therefore
does not comply with this requirement.
6.3 Rail Profile
The following is the standard 50kg unworn rail profile. Note that there are several other rail profiles
and the user should contact the Access Provider for specific details of different profiles at different
locations.
6.4 Minimisation of Track Forces
New or modified rol ing stock must be designed to minimise transient track forces, and to operate
without bogie or body instability over the designed range of speeds and loads.
The Access Provider reserves the right to impose operating restrictions on unsatisfactory designs.
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6.5 Operation of Signalling Systems
To
reliably operate signalling and activate level crossing alarms, single vehicles travel ing alone must
have a minimum of four axles with a 10 tonne axle load on each. Other vehicles, such as railcars, wil
be treated on a case-by-case basis by The Access Provider and may be subject to speed restrictions
or the Rail Operating Rules and Procedures pertaining to Mobile Track Maintenance Vehicles.
Axles on all rail vehicles running on the Controlled Network must be fully conductive with the following
exceptions:
Mobile Track Maintenance Vehicles
Hi-rail Vehicles
Special rail vehicles where a dispensation is approved by the Access Provider together with
any operating restrictions applicable
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7.
CURVE NEGOTIATION & STABILITY
7.1 Vertical and Horizontal Curve and Track Twist Negotiation
7.1.1 Al new rail vehicles must, in a quasi-static state, be capable of safely negotiating extremes of
track curvature and twist, being:
(a)
A curve of centreline radius 70 metres #
(b)
1:7.5 turnouts forming a reverse curve of 82m radius between paral el tracks 3800
mm apart (see Appendix D)
(c)
Maximum track twist of 28 mm over 4 metre length at slow speed @
(d)
A vertical curve (both convex and concave) of 300m radius while coupled
For the purposes of quasi-static analysis, slow is defined as 25 km/hr.
These criteria for checking vehicle performance and are not track design standards.
@ Note that this is the corrective intervention limit, not an absolute limit. Twists of up to
50 mm measured over a 4 m length can occur in isolated instances. In slow speed
situations for construction, loops and some yard locations the variations encountered
would be in excess of normal main line tolerances.
7.1.2 Where existing unaltered ex-Toll Rail (or predecessor) rail vehicles are used, these wil be
deemed as complying with the requirements in 7.1.1.
#
Owing to gauge tightening, some ex NZR or ex-NZGR steam locomotives may not be
able to meet this requirement. In such cases, the locomotive wil be unable to operate
over some yard and workshop tracks. Where necessary the Access provider wil apply
running rights restrictions.
#
Note that curves of radius 70 metres are not on the mainline and severe speed
restrictions apply.
7.1.3
The Operator must satisfy the Access provider that new vehicles or modified running gear has
satisfactory dynamic performance. This may require testing, dynamic modelling, etc.
7.2 Maximum L/V Ratio in Curves
The combination of bogie centres, end overhang and coupler length shal be so determined that the
ratio between the total lateral force per bogie and the total vertical load per bogie (L/V ratio) shal not
exceed 0.82 under the specified conditions (refer Association of American Railroads (AAR) Manual of
Standards, Section CII, Clause 2.1.6).
The L/V ratio for the
rail vehicle shal be determined under the following conditions:
draft force of 570 kN
coupled to a base wagon (class US) at the front end and a like wagon at the rear
on a horizontal curve of 70m
the subject vehicle shal be unloaded (i.e. at tare)
The method of computing couple angles and lateral forces shal be in accordance with Section 2.1.6 of
the AAR Manual of Standards, Section CII.
Nationwide standards that specify the overall limits of applied lateral forces applied by rail vehicles to
the track may be subsequently developed;
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7.3 Vehicle Combinations
Al conditions in 7.1 and 7.2 above shall be evaluated with the vehicle coupled to a like vehicle or a
base wagon (class US), whichever is the worst case.
The US class base wagons have the following relevant characteristics:
Length over coupler faces
13870 mm
Distance between bogie centres 10058 mm
Coupler face to yoke pin
726 mm
7.4 Centre of Gravity
The centre of gravity height for any vehicle loading condition must not exceed 2.0m above rail level for
bogie vehicles and 1.65m above rail level for 4 wheel vehicles. Vehicle design must prevent any
unintended significant shifting of the position of the centre of gravity.
The centre of gravity should be as low as practicable.
7.5 Wind loading
Wind loadings of up to at least 130 km/hr gale-force are occasional y experienced throughout the
country. Unloaded rail vehicles must remain stable while travel ing at normal speeds) and subject to
130 km/h wind.
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8.
WHEELS AND AXLES
8.1 Back to Back Dimensions
The back to back dimensions between inside faces of wheels or tyres on a wheelset must be between
997
.0 mm and 998
.0 mm, measured at three, equidistant positions around the circumference using
gauge Y/X 4603/10.
8.2 Wheel Profile
Wheel profiles must be to a National Rail System standard. Modified Heumann profile wheels with a
fundamental tread conicity of 1 in 20 are used on the National Rail System. The current family of
acceptable profiles is shown on drawings 7604/11 - 7604/13 in Appendix A.
8.3 Tread Wear Limits
8.3.1 Wear on tread profiles must not exceed the following dimensions:
FIGURE 1
Note that the tread shape il ustrated in figure 1 is an exaggerated example.
8.3.2 A wheel flange must not show an ‘X’ reading of more than 40 as indicated by Gauge
13090426 or PD100766.
8.3.3 A wheel must not have flange height, ‘Y’ reading or guttering ‘V’ reading, of more than 6 mm
as indicated by Gauge 13090426 or PD100766, or PD100766/4;
8.3.4 A wheel flange must not show sharpness that allows rocking as indicated by Gauge 13090426
or shows ‘W’ reading more than 14 on gauge PD 100991.
FIGURE 2
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8.3.5 Tread or tyre thickness “Z” shal not to be less than the tread condemning limits specified in
the Operators engineering standards applicable as a part of their Rail Safety System. These
standards must ensure that the risk of wheel failure resulting in a derailment is As Low As
Reasonably Practicable (ALARP) – (refer National Rail System Standard / 4 - Risk Screening
and Assessment).
8.3.6 Alternative measurement methods that produce reliable wheel profile measurements
consistent with the above are acceptable.
8.4 Permissible Differences in Wheel Tread Diameters
8.4.1 The diameters of two wheels on the same axle must not differ by more than 1
.0 mm as
measured on a wheel lathe comparator.
8.4.2 The diameters of wheels coupled by side rods or drive shafts must not differ by more than 1.0
mm as measured on a wheel lathe comparator.
8.5 Wheel Defects
8.5.1 A wheel must not show signs of having been overheated as evidenced by a reddish brown
discoloration, on the face of the rim, i.e., extending on the face more than 100 mm into the
plate area measured from the inner edge of the rim;
A tyred wheel that shows signs of overheating must not run in service before its tyre is
inspected and found not to be loose, and
complies with clause 8.1.
8.5.2 No wheel rim, flange, or tread may have a
crack exceeding the following;
Description of defect
Action
Wheels with any crack;
Okay to run
Less than 25mm long in tread area, or
Not extending onto the chamfer area or front face of the rim, or
Less than 10mm and located partial y or total y within the flange area
or chamfer area
Wheels with any crack;
Not to run
Greater than 25mm long, or
Extending onto the chamfer area or front face of the rim, or
Greater than 10mm and located partially or totally within the flange
area or chamfer area
Note – applicable definitions for the table above are;
Flange area – extends 30mm from back face of the wheel
Chamfer area – extends 12mm from the front face of the wheel
Tread area – area contained between flange and chamfer areas
8.5.3 No wheel plate, or hub area may have a crack or break.
8.5.4 No wheel or tyre may have a chip or gouge in the flange that is greater than 2 mm deep and
that is also greater than 40 mm in length and greater than 12 mm in width;
8.5.5 Operational limits on tread defects in wheels and tyres are as follows:
Length of skid flat, shel ed spot or spal Operating limitation
0 – 25 mm
Continue in service with no new limitation
25 – 40 mm
Continue in service and limited to 80 km/h
40 – 60 mm
Only relocate for repair and limited to 40 km/h
60 – 100 mm
Only relocate for repair and limited to 25 km/h
Over 100 mm
Must not run on the Control ed Network
For information only, users may refer to the RISSB wheel defect manual.
8.5.6 No wheel may show evidence of being loose on the axle.
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8.5.7 No wheel or tyre may have any groove running circumferentially that is greater than 3 mm deep;
8.5.8 No wheel or tyre may have been welded or gas cut;
8.5.9 No wheel or tyre may show a build-up of metal on the tread;
8.5.10 No tyre may show any clear evidence of having moved on the wheel.
8.5.11 Tread edge rollover:
FIGURE 3
Any vehicle running on services carrying passengers must not have any tread edge rol over.
Otherwise edge rollover shall not exceed 3 mm.
8.6 Wheel Hardness
The hardness of new wheels shal not exceed AAR Class C (refer to AAR M-107).
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9.
BRAKING AND ACCELERATION
9.1 Acceleration Affecting Signalling Systems
Signal ing systems are designed on the assumption that no train wil accelerate more rapidly than a
standard light locomotive (currently assessed as being 0 - 100 km/h in 25 seconds and 435 metres on
level track). Operators contemplating the introduction of any new form of motive power or traction
control system with a rate of acceleration exceeding the above parameters must consult with the
Access Provider to gain approval for running rights on the National Rail System.
9.2 Braking Continuous
The brake is to be continuous throughout the train and is to apply automatically throughout the train
should a parting occur anywhere in the train. (See also 13.4 - Vigilance Device.)
9.3 Control of Braking
The brake must be controllable and designed to allow application of maximum normal deceleration
without wheel locking in normal conditions (except when rail vehicles have nearly stopped, i.e. speed
below 5 km/h) and continuous control of the train down a grade of 1 in 33 (3.03%).
9.4 Rail Vehicle Braking Performance
9.4.1 The braking system must achieve the following stopping distances from 80 km/h for freight
trains or 100 km/hr for passenger trains or design maximum operating speed if different from
these. The brake system must achieve this performance
from the time of application under
the following conditions:
At al combinations of block or wheel wear and block material variation;
On straight and level track
In
al load
conditions
Under normal climatic conditions
With
maximum wheel to rail coefficient of friction 0.12
With individual vehicle brakes cut out as per Rail Operating Rules and Procedures
No traction power applied by the locomotive
Locomotive brakes remain applied and effective
A full service brake application
Brake system fully charged before application
9.4.2 For a single vehicle (in a break-away test) a stopping distance of 650 metres or less is
required.
This includes locomotives introduced after the date of issue 4. Other locomotives
must comply with 9.4.3.
9.4.3 For freight trains a stopping distance of no more than 885 metres is required.
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9.4.4
Passenger trains must be designed to stop in as short a distance as possible, without skidding
with the following specific requirements defined:
(a)
Locomotive hauled passenger trains must be able to stop within 750 metres from 100
km/h.
(b)
Electric Multiple Units, within the Wellington suburban area, must stop within 460 m
from 100 km/h or be subject to Rail Operating Rules and Procedures speed
restrictions.
(c)
Electric Multiple Units, within the Auckland suburban area, are subject to requirements
set out in Rail Operating Rules and Procedures speed restrictions.
9.4.5 For requirements applying to vehicles or trains designed to operate at speeds greater or less
than 80 to 100 km/h contact the Access Provider.
Expectations are that braking wil be as
effective as possible when these curves are applied to slow-speed operation.
9.5 Not used in this issue
9.6 Park brake
9.6.1 Each individual rail vehicle must be equipped with an effective parking brake, capable of
holding the vehicle on a 1 in 33 grade, for an indefinite period.
9.6.2 This brake shal be capable of easy and safe operation in the operating environment on the
National Rail System.
9.7 Air Brake System Type
The braking system fitted to rail vehicles are to be compatible with the single pipe direct release
“Westinghouse” type automatic continuous brake system which has been traditional y used on the
National Rail System.
This air brake system has the following parameters:
Normal brake pipe pressure is 550 kPa
Full service braking is to be achieved by a reduction of brake pipe pressure to 400 kPa 10
kPa
Freight trains operate on “direct release”
Passenger and selected unit freight trains may operate on either “direct release” or “graduated
release”.
Where vehicles capable of graduated release are run on train consists with direct release vehicles, the
locomotive automatic brake valve must be set in the “direct release” mode.
To ensure compatibility, all air brake equipment must operate correctly at a pressure of 650 kPa.
Where rail vehicles equipped with “graduated release” or any other special braking system are run on
train consists with rail vehicles operating on “direct release”, one of the following must apply:
The vehicle brake must be fully compatible with, and operate in the “direct release” mode
or
Special arrangements must apply so that the rail vehicle can run without active brakes.
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9.8 Compliance with Braking Standards
In general, the simplest way of meeting this brake standard is to provide a braking system that is
compatible with the “Westinghouse” system (see 9.7 above) with brake pipe pressure set at 550 kPa,
and stopping distances as in 9.4 above. In such a case, interoperability wil be assessed as:
(a)
Being an
unaltered former Toll Rail (or predecessor) rail vehicle;
or
(b)
Satisfactory Performance in a stopping distance and general test programme and
design clearance by reputable railway brake supplier.
and in al cases passing a standard air brake test which is appropriate for that type of rail
vehicle and acceptable to the Access Provider.
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10. MAXIMUM SPEEDS
10.1 General
Line speed restrictions are set out in the Rail Operating Rules and Procedures or Bulletins issued by
the Access Provider.
10.2 Heritage Equipment
Refer to RORP
section 10, instruction 6 for Heritage Vehicle speed limits.
10.3 Curve radius, speed, cant, transition and gauge
Radius
Curve speed Cant
Transition length
Gauge
(metres)
(km/hr)
(mm)
Standard (m)
Minimum (m)
(mm)
100 - 110
35
70
70
35
1074
111 - 140
40
141 - 170
45
171 - 210
50
211 - 250
55
251 - 300
60
70
70
35
1068
301 - 350
65
351 - 400
70
401 - 460
75
461 - 540
80
60
60
30
541 - 620
85
621 - 700
90
701 - 800
95
801 - 900
100
50
50
25
901 - 1100
105
1101 - 1200
110
1201 - 1500
110
40
40
20
1500 - 2000
110
30
30
2001 - 2400
110
20
20
Over 2400
110
0
Vehicle design must also al ow for an additional 26mm maintenance tolerance for cant.
Users should consult the Access Provider in case the source is altered.
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11. COUPLERS
11.1 Drawbar Height
11.1.1 Drawbars required to directly couple to standard rail vehicles operating on the National Rail
System must not be visibly bent.
11.1.2 The distance from the centre line of the drawbar to rail level shal be within the following
dimensions in the tare condition:
Class
Minimum Height
Maximum Height
above rail at Tare
above rail at Tare
Al locomotives
710 mm
760 mm
Cars, vans and wagons running on passenger services 735 mm
767 mm
Wagons equipped with AAR heavy duty couplers
725 mm
792 mm
Wagons with kidney links
702 mm
767 mm
Al other rail vehicles
725 mm
767 mm
Mis-matched coupler heights can compromise crashworthiness of passenger vehicles.
11.2 Drawgear Strength
Al drawgear connections must be strong enough to allow for normal rail operation as well as safe
towing of a disabled train. As a guide, the following forces may be expected:
Passenger trains:
245 kN direct pul
Freight trains:
345 kN direct pul
Al new rail vehicles
intended for movement on freight services on the National Rail System must be
designed for a minimum of 1600kN drawbar
force.
11.3 Standard Types of Drawgear
The following drawbar types are general standard types used on the National Rail System:
11.3.1 Hook and Pin coupler compatible to “JL” drawbar (11051167) and associated hook (drawing
11090508), bridle and pin assembly (drawing 11050917).
11.3.2 Automatic coupler
with No.10A contour to AAR Standard S-106 and compatible with the AAR
“E” coupler (refer AAR Standards S-102 and S-107 and Specifications M-211 and M-212).
11.4 Non Standard Drawgear
Each rail vehicle with non-standard drawgear required to be coupled to rail vehicles with standard
types of drawgear (including the haulage of failed vehicles by any locomotive), must have a suitable
coupling device (or adapter) at each end compatible with either the standard hook and pin drawgear or
the standard “automatic” drawgear
11.5 Brake Line Couplings
11.5.1 Where brakes are compatible, the brake couplings are to be compatible with the standard
Westinghouse FP5 coupling head (Part A86739).
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11.5.2 Non-brake pipe lines should be clearly label ed and must use a fitting which cannot be coupled
to the brake pipe.
12. SAFETY EQUIPMENT
12.1 Safe Riding Positions
Al locomotive hauled vehicles must be equipped with a safe riding position to allow any Operator’s
personnel involved in shunting or marshal ing to travel on the rail vehicle safely and securely.
Vehicles without riding positions approved by the Operator must display standard “No Ride” placards
approved by the Operator.
Shunting handholds must be conspicuous.
Footsteps must be provided with a non-slip surface effective under all environmental conditions.
12.2 Headlights
Al leading vehicles operating on the Control ed Network must show an effective white headlight to the
front for normal rail operations and must be fitted with two to provide redundancy, unless they were
supplied new to New Zealand prior to 1970 with one headlight. Facilities must be provided so that the
headlights can be dimmed.
12.3 Tail Lights
Al rail vehicles running on the back of a train must be designed to show at least one effective red tail
light. Passenger trains must be fitted with at least two effective tail lights to provide redundancy.
Tail lights may flash.
Special red reflectorised discs may be used instead of red tail lights as specified by the Rail Operating
Rules and Procedures.
12.4 Audible Warning Devices
Al self-propelled rail vehicles running as a train must be fitted with an effective audible warning device
(air-horn or steam whistle). Air horns are to be Federal Railway Administration standard 49CFR Part
229.129 “Audible Warning Device”.
Where the vehicle uses a whistle or horn previously used on a Toll Rail (or predecessor) vehicle,
operating at the same pressure, this wil be accepted as meeting the requirements of this standard.
Any other alternatives require approval by the Access Provider.
12.5 Cow Catchers
Al leading rail vehicles must be fitted with a cowcatcher or similar device, capable of deflecting objects
on the rails from the path of the wheels. The cowcatcher or similar device must be capable of
deflecting an adult cattle beast without derailing the train.
This device must be maintained at a height of between 100 - 175 mm above rail in al operating
conditions (e.g. under full or no-load).
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12.6 Visibility of Leading Vehicles
Al leading vehicles must have high visibility front ends to a conspicuity standard acceptable to the
Access Provider. Rail vehicles classed as Heritage Vehicles in accordance with section 1.5 are
exempt from this clause provided that high visibility front ends were not in their original construction
specification.
12.7 Ditch Lights on Lead Vehicle
The purpose of ditch lights is to provide adequate conspicuity of trains, ahead of their travel
direction, particularly at level crossings.
12.7.1 Al dedicated motive power units, multiple unit driving trailers and push-pull driving trailers
used on the lead end of a train that operate on the Controlled Network must be equipped with
effective ditch lights as follows:
(a)
Al new or re-built main line locomotives, electric multiple units, diesel multiple units
and other self-propelled or lead vehicles.
(b)
Al locomotives, electric multiple units, diesel multiple units and other self-propel ed or
lead vehicles not fitted as at 9 July 2004 must be subject to an upgrade programme
acceptable to the Access Provider with a programme completion date by 31
December 2010.
(c)
Once fitted, ditch lights are not to be removed.
(d)
Where approval is granted by the Access Provider, individual rail vehicles classed as
Heritage Vehicles are excluded from this requirement but remain subject to any other
conditions that may apply (e.g. speed restrictions over level crossings).
(e)
Bi-directional lead vehicles require ditch lights at both ends.
12.7.2 The ditch lights must flash, at a rate between 40 and 180 flashes per minute, alternately for a
minimum of 15 seconds on full beam when the horn is operated, or when operated from a
separate control to initiate flashing. Provided they flash as specified, ditch lights may be
operated continuously.
12.7.3 The ditch light beams are to be aligned so that they first cross and then strike the rail head
240±15 metres ahead of the lead vehicle. Systems installed to previous versions of NRSS/6
need not be altered.
12.7.4 As an aid to visual and spatial awareness, ditch lights shall be mounted a minimum of 900 mm
above rail level and lateral y spaced to produce a triangular or rectangular pattern when
operated with the headlights.
12.8 Rail Vehicle Side Conspicuity
12.8.1 Nationwide standards for the application to al rail vehicles have not yet been developed.
12.8.2 Standards developed by Operators can continue to be used in the interim (e.g. reflectorised
side numbers on locomotives).
12.8.3 An appropriate international standard for retro reflective material is AS/NZS 1906.1
12.8.4 For guidance, about four strips approximately 300mm x 100mm of high visibility tape, for
example 3M Diamond Grade Reflective tape, should be applied to the sides of the vehicle
unless the vehicle is predominantly white. This tape is used to increase train visibility at night,
particularly at level crossings.
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12.9 Traction Overhead Electrical Hazards
Any vehicles with ladders, handholds or any other facility al owing access higher than 1.8 metres
above rail level must be fitted with clearly legible labels or lettering with the wording “Danger Live
Wires Above” and carrying the electricity hazard symbol (equivalent to transfer E009A or name plate
E009B specified in the Access Providers document CSG/107).
Safety requirements for operating under overhead line equipment are contained in the Rail Operating
Rules and Procedures.
12.10 Passenger Activated Train Emergency Stop
Every passenger train must have a passenger-operable emergency stop signal that either brings the
train to a stop directly or signals to crew that an urgent stop is required.
The selected system must be supported by a full hazard assessment and must comply with the
operator’s safety system.
12.11 European Train Control System
ETCS wil be introduced in Auckland and possibly Wel ington metropolitan areas. It is recommended
an Operator seek guidance from the Access Provider before specifying new or refurbished
lead
vehicles for operation in these areas.
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13. INSTRUMENTS & MONITORING EQUIPMENT
13.1 Speedometer
Al self-propel ed vehicles must be equipped with a speedometer visible to the driver operating the rail
vehicle at al times and any pilot, legibly marked and with the maximum authorised speed of the
vehicle marked in red. Speedometers are to read to within 5km/h of actual speed at al speeds
between 25 km/h and the maximum authorised speed, and within 10 km/h of actual speed for
speeds below 25 km/h.
13.2 Event Recorder
13.2.1 Al self-propel ed rail vehicles operating as trains on the Control ed Network, are to be
equipped with a data logger or event recorder to record operating parameters in a form which
can be played back for use in an investigation if required.
Exemptions to this requirement are as follows:
(a)
Heritage vehicles operating at speeds under 50 km/h.
(b)
Clause not used in this issue.
(c)
Existing shunting locomotives not fitted with a compliant event recorder must be
completely confined to terminals and sidings unless being towed dead on the
Control ed Network.
(d)
Mobile Track Maintenance Vehicles (which along with Hi-Rail vehicles are subject to
various operating restrictions).
13.2.2 Each event recorder must display a unique identification number and display an annual test
certificate.
13.2.3 Each event recorder must record the following parameters as a minimum:
(a)
Speed # $
(b)
Brake Pipe Pressure #
(c)
Brake Cylinder locos #
(d)
Throttle (power) position #
(e)
Direction of Travel #
(f)
Time # $
(g)
Vigilance Operation (where fitted) #
(h)
Dynamic brake operation (where fitted) #
(i)
End of Train brake pipe pressure via train end monitor (where fitted) #
(j)
Date $
(k)
EP brake train-lines (where fitted)
(l)
Door control train-lines (where fitted)
(m)
Doors closed warning light train-line (where fitted)
(n)
Guards right of way signal train-line (where fitted)
(o)
MA set / APU status to show when the pantograph is down (where fitted)
It is recommended that new event recorders fitted record the parameter for operation of
headlights and ditch lights for either end of the vehicle.
Any other event recorder features must not interfere with the performance of the event
recorder in measuring the minimum parameters listed above.
Heritage vehicle event recorders need only record time and speed, and from the date in the
Access Agreement, brake pipe pressure and brake cylinder pressure.
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13.2.4 The following clauses also apply for new event recorders that vary from those used by Toll
Rail on 9 July 2004:
(a)
Sampling frequency is to be at not more than ten second intervals. To reduce
required memory capacity, parameters marked # in 13.2.3 may be stored in a short
term memory which holds details for not less than the previous five minutes of vehicle
operation.
(b)
Parameters marked $ in 13.2.3 must also be stored in a long term memory which
holds details for not less than the previous thirty hours of vehicle operation.
(c)
The event recorder is to be of robust construction, capable of resisting the normal
forces encountered in a vehicle and surviving foreseeable impacts, with data intact in
accordance with a recognised rail industry standard acceptable to the Access
Provider. The unit must be mounted such that it is protected in the event of an
accident.
(d)
The recording function is to be independent of the operation of a locomotive’s
electrical system and internal standby batteries capable of providing one year’s
protection of memory are to be fitted.
(e)
The unit is to be fitted with a self-test function and is to indicate correct function to the
driver and pilot. On integrated systems, this may be in the form of a single flash on
the vigilance light when the system goes active, and three flashes on the vigilance
light when the vigilance portion is suppressed.
(f)
The unit is to be fitted with a clear and obvious means of immediately stopping the
recording so that short-term memory can be preserved in the event of an accident.
(g)
The event recorder memory unit must be easily removable from the vehicle and the
data readily extracted by the Operator. The data must be presented in a readily
understood format when required by The Access Provider or any third party.
For heritage vehicles, full compliance with this clause wil be required by the date agreed in
individual
Access agreements.
13.2.5 The Access Provider reserves the right to download the data stored in an event recorder or
require a report to be downloaded.
13.3 Radio Equipment
13.3.1 Al locomotives and self-propel ed rail vehicles are to be equipped with radio receiving and
transmitting equipment allowing communication with the Access Provider’s Train Controllers
and with other trains on the Control ed Network.
13.3.2 This equipment must be specified, instal ed and maintained in accordance with The Access
Provider
’s Code Supplement Signals Telecommunications Electrical: S/RA003 “Rail Vehicle
Operators – Radio Equipment” issued 1 July 2010.
13.4 Vigilance Device
13.4.1 The driving cabs of all vehicles, except double-crewed steam locomotives, must be equipped
with a vigilance system acceptable to the Access Provider.
13.4.2 The vigilance system is to monitor crew alertness by requiring a response to indicator lights
and/or audible warning devices within a maximum period of 70 seconds. An automatic brake
operation is to apply if the driver fails to respond within this period.
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13.5 Future Upgrades
13.5.1 Operators should consult and gain approval from the Access Provider before making any
changes to vigilance and event recorder monitoring systems that vary from the minimum
requirements of this specification.
13.5.2 The Access Provider may develop proposals that oblige Operators to upgrade systems from
time to time in line with changing systems (e.g. radio) or contemporary expectations for
operation on the Control ed Network. Obligations to upgrade such systems may also be
required by statutory regulation or Regulator directive.
13.5.3 For guidance, given the on-going development of in-cab systems, Operators should ensure
interfaces with in-cab systems are provided on common platforms and are as generic as
possible to better al ow for future upgrades.
14. VEHICLE IDENTIFICATION
14.1
Al rail vehicles must be stencil ed external y with an identifying number on each side, in
characters of 50 mm or higher. Any changes to existing vehicle identification systems or the
introduction of new identification number systems for rail vehicles must have prior approval
from the Access Provider.
14.2
A nationwide Rail Vehicle classification system to be applied by the Access Provider may be
subsequently developed. In the meantime the current system used by KiwiRail which follows
the format of “class letters (up to 3 used), then a numeral (up to 5 digits used)” wil apply.
14.3
Al wagons must have legible markings for “tare” and “gross” weights (in metric units of kg or
tonnes) stencil ed or permanently marked on each side of the wagon.
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15. ENVIRONMENTAL RESTRICTIONS
15.1
Toilet Waste
Al rail vehicles fitted with on-board toilets and running scheduled and other services must be
equipped with systems that retain all human waste. Human waste or effluent may not be discharged
directly from the rail vehicle except into a sewer or septic tank.
Where specific approval is granted by the Access Provider, individual rail vehicles classed as heritage
vehicles in accordance with section 1.5 are excluded from this requirement but remain subject to any
other conditions that may apply (e.g. agreed date for provision as per
the Access agreement).
15.2
Noise
Vehicles and equipment must be designed, operated and maintained to minimise noise emissions and
nuisance.
15.3
Exhaust and Spark Emissions
15.3.1 Locomotive and other engine exhaust gas emissions must be minimised.
15.3.2 Locomotive and other engines must be operated with their exhaust systems maintained in
good condition to minimise the risk of hot particulate emissions (and hence the risk of line-side
fires). For heritage equipment the minimum standard shal be that to which they were
manufactured e.g. steam locomotive spark arrestor condition must be as original y built or
better. In certain dry conditions the Access Provider may prohibit steam locomotives from
operating on particular lines. In addition, the Access Provider may place limitations on smoke
emissions, or prohibit the operation of steam locomotives when that is necessary to comply
with any emissions limitations imposed by an outside authority.
15.3.3 Brake systems must be maintained and operated to minimise the risk of sparks (and hence
the risk of line-side fires).
15.4
Fuel, Lubricant and Coolant Leakage
Operators must take reasonable steps to prevent leakage of fuel, lubricants, coolants and other
substances from rail vehicles that could contaminate the track bed.
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16. GANGWAYS AND HANDRAILS
16.1 End platforms
New and modified rail vehicles must feature industry best practice for end platform safety rails
and access gates to ensure the safety and security of passengers when riding on open
platforms.
16.2 Clause not used in this issue.
16.3 Designs to Ensure Safety
Inter-car access arrangements are safety critical and Operators must ensure that their designs and
maintenance ensure safety for passengers and rail personnel at all conditions of vehicle and track
wear and geometry. This requirement is to be assessed by a suitably qualified Certifying Engineer
acceptable to the Operator(s) involved.
16.4 Shunter’s handgrabs and footsteps
16.4.1 Al rail vehicles shal have designated safe-ride positions for shunter’s and, if required, for
other operational staff or shal be label ed “No Ride”.
16.4.2 Where provided, shunter’s’ handgrabs and footsteps shal be arranged as shown on
the
drawing
in Appendix C.
16.4.3 Other ride positions, such as car or wagon platforms, must be subject to a full hazard analysis
in accordance with NRSS/4
and be approved by the Access Provider.
16.4.4 For information, any designated safe ride position intended for use by KiwiRail staff wil require
approval from the KiwiRail Industrial Council.
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17. RAIL VEHICLE ELECTRICAL POWER SYSTEMS
17.1
Scope
Section 17 covers general electrical power systems on rail vehicles. Traction systems are excluded
as follows:
(a)
Traction power systems for self-propelled diesel electric or electric rail vehicles
comprising the heavy current AC and DC circuits and connected auxiliary circuits of
the same voltages.
(b)
Traction control earth free circuits operating at “extra-low voltages” including those
that loop between rail vehicles for multiple unit operation.
Particular requirements for non-traction systems additional to statutory requirements are detailed in
the following sections.
The Electricity Regulations (applicable at the date of issue of this document) define the following
voltages:
“Extra-low voltage” means any voltage normally not exceeding 50 volts AC or 120 volts ripple
free DC.
“Low voltage” means any voltage exceeding 50 volts AC or 120 volts ripple free DC but not
exceeding 1000 volts AC or 1500 volts DC.
17.2
“Extra-low Voltage” Control Circuits
Control circuits not exceeding extra low voltages can be safely run between rail vehicles providing
that:
(a)
They are designed, installed and maintained as earth free circuits
(b)
The circuits have a minimum insulation rating suitable for 230 volt AC circuits
Special monitoring circuits used between vehicles for test purposes must be site supervised if the
above criteria cannot be met.
17.3
Single Vehicles or Permanently Coupled Vehicles
This covers the case where a fixed internal combustion driver alternator plant (or fixed wired inverter
plant) feeds low voltage fixed wiring in the following situations:
(a)
Single self-contained rail vehicle
(b)
Two rail vehicles designed to operate permanently coupled together where the
connecting drawgear is bolted and the wiring between both vehicles is fixed (e.g. ET-
EM, Silver Fern railcars, ADC-ADL)
The statutory periodic inspection and Warrant of Electrical Fitness requirements applicable to
caravans with their own internal power supply are to apply.
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17.4 Coupled Vehicles with Standard Drawgear Types
17.4.1 This covers the case where low voltage circuits are run between rail vehicles that can be
readily disconnected by train operations personnel or where circuits are run between freight
vehicles (these may be fitted with readily dis-connectable couplers or couplers that are semi-
permanently bolted to form liner trains).
17.4.2 The following general standards for train line circuits apply:
(a)
The neutral and earth legs are separated downstream of the main
switchboard protecting al train lines.
(b)
The generator set is provided with a star point winding connection so that a
neutral-earth link connection can be provided.
(c)
The earth leg is solidly bonded to each rail vehicle.
(d)
The train line earth leg must have a high probability of remaining intact so that
it can clear any phase to earth fault promptly and also ensure that stray fault
currents do not loop through the rails between wagons (see below).
(e)
The train line must be protected by a 30mA residual current device (RCD)
unless the criteria in 17.4.3 below are in place to a standard acceptable to the
Operator and the Access Provider.
17.4.3 The risk of problems with passenger carriage train lines are deemed as relatively low when the
following requirements are met, and thus earth leakage circuit breakers may not be required to
protect the main train lines:
(a)
Wiring in each carriage is completely enclosed and effectively immune from
damage.
(b)
The end of train cable termination box and jumper design is such that
potential damage is minimised.
(c)
Adjacent train line fixed wired plugs/sockets are on the same side and kept
well away from rail vehicle buffer couplings.
(d)
Passenger carriages are operated in captive consists and routinely serviced
at specific depots.
(e)
30mA earth leakage circuit breakers are provided on internal carriage sub-
circuits feeding power outlets and fixed appliances.
(f)
Passenger carriage consists are normally plugged into a shore supply
(protected with a 30mA RCD) at the end of every round trip so that any
defective circuit or equipment insulation is identified.
17.4.4 Annual Certification for Continued Operation
Al train line power circuits between rail vehicles as detailed in 17.4.2 and 17.4.3 above must
carry an annual Warrant of Electrical Fitness issued as specified in the Access Providers Code
Supplement E/CSO/410 Issue 2.
17.5 Shore Supplies
Shore supplies (or lineside supplies) used to feed rail vehicles must be fitted with 30mA residual
current devices (RCD’s). Additional Access Provider requirements may apply when railway signalling
track circuits and / or electric traction is instal ed on the rail lines immediately adjacent to the shore
supply point.
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17.6 Power Circuits fed from a Rail Vehicle
17.6.1 Any low voltage fixed wired power outlet feeding appliances or equipment away from a rail
vehicle must be equipped with a 30mA RCD located on the rail vehicle (the RCD may be fixed
wired or portable).
17.6.2 Any low voltage portable alternator set feeding appliances or equipment located on an
adjacent wagon must be equipped with a fixed wired 30mA RCD protecting the power outlet,
or a portable 30mA RCD unit used to provide protection to the extension cord (and connected
appliance or equipment) placed at the portable alternator set.
17.7 Electrical Compatibility between Rail Vehicles
It is the responsibility of Operators to ensure that the connectivity between different rail vehicles is “fit
for purpose” and that requirements of the Electrical Regulations are met in respect of the following:
(a)
Train lines are protected from damage.
(b)
Compliance with authorised jumper design and application.
(c)
Compliance with any instructions necessary to ensure electrical compatibility.
17.8 Electrical Emergency Systems
17.8.1 New passenger vehicles
a.
Passenger vehicles introduced to the National
Rail System after the date of Issue
4 of
this standard shal
be equipped with the fol owing electrical emergency systems, which
shal provide a minimum of
180 minutes of
operation after battery charging stops.
Safety critical functions
Cab lights and tail lights
Door controls (where fitted)
Emergency lights and boarding lights
Public address system (where fitted)
Train control radio
b.
In addition, battery back-up of the fol owing functions (where fitted) must provide 90
minutes of operation after battery charging stops.
Operational y critical functions
Closed circuit television
Emergency powered ventilation
Headlights
Passenger information display system
Public address system
Reduced interior lighting and boarding lights
Train computers and controls
17.8.2 Existing passenger vehicles
Rail vehicles introduced before 26/4/10 shall be brought into compliance with 17.8.1 by
31/12/12.
17.9
Interior lighting
Locomotives and passenger vehicles must be equipped with interior lighting systems, including
emergency lighting that wil continue to operate in the event of losing normal power supplies as
detailed in 17.8.
As a minimum, one operative emergency light must be visible in each passenger area, and steps and
vestibules must be adequately lit to al ow safe evacuation of the vehicle in darkness.
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18. ELECTRIC TRACTION COMPATIBILITY
18.1
In the event that new or altered vehicles are intended to use the Access Provider’s electric
overhead traction systems as a source of traction or other power, special conditions wil apply
to ensure interference with traction and other infrastructure systems (e.g. signals,
communications, radio) is limited to specified levels.
18.2
Not used in this issue
18.3
Specific acceptance criteria wil need to be negotiated and agreed with the Access Provider.
19. TRACK STANDARDS
19.1 The relevant track standards affecting rail vehicle static and dynamic stability primarily reside
in the following of the Access Provider documents (as updated from time to time):
T200 - Infrastructure Engineering Handbook
T003 - Track Code
T100 – Track Supplements
Standard and special plans for turnouts and other track structures
General Code (Section 4.01)
Significant Information Notices (SIN’s) that may modify the above documents from
time to time
These standards encompass the following:
Track gauge
Track construction and maintenance standards
Railhead profiles
Fixed structure gauge for main lines and sidings (showing minimum dimensions for
new construction) shown in Appendix E.
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20. NETWORK STANDARDS
20.1 The Access Provider is required to consult through the Joint Technical Committee processes
with Operators using the National Rail System before making any changes to track standards
that could affect the static and dynamic response of rail vehicles or adversely affect train
performance.
The following are the thresholds for temporary and permanent features
on the main line
beyond which the Access Provider must consult Operators through the Joint Technical
Committee.
Curve radius minimum 100 metres
Grade
maximum 1 in 32
Wire height
minimum 3.
94 metres above rail
;
Except north of Khandal ah on the Johnsonvil e Line, where the minimum
thresh-hold wil be 3.86 metres above rail
20.2 The aspiration is for new fixed structures to accommodate vehicle heights up to 4.2 metres
above rail level and vehicle widths of up to 3.2 metres.
Note, however that the risk management of new track or operations is outside the terms of
reference of this National Rail System Standard.
20.3
The aspiration for design and construction on the National Rail System is to accommodate the
following generic rail vehicles:
Class Bogie centres Over headstocks
Over couplers
ID1
20,428 mm
25,366 mm
ID2
17,936 mm
25,366 mm
IW1
15,011 mm
18,894 mm
19,632 mm
(see Appendix F)
20.4
The Access Provider is required to consult through the Joint Technical Committee processes
with Operators using the National Rail System before reducing any signal spacing distances.
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21 SIGNAL SPACING PRINCIPLES
21.1
Minimum signal spacing is based on the train braking curves below. These curves include a
10% margin to allow for variables that include driver reaction time. This minimum signal
spacing curve is based on the New Zealand Railways’ Chief Mechanical Engineer’s Research
Report No 5 dated January 1966 and the stopping distance curves dated 18 August 1972
issued by the Chief Mechanical Engineer.
21.2
Shorter signal spacing’s than those shown may be used. Where the signal spacing in drawing
S26251 is not achieved the shorter distance wil be mitigated, where necessary, by the likes of
reduced speeds for rol ing stock that can not stop within the signal spacing minus the 10%
signals safety margin, or aspect sequence modification.
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APPENDIX A
Standard Tread Profiles. Drawing 7604, Sheets 11,12,13 and 15
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APPENDIX B
Drawing 13090429
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APPENDIX C
Drawing 15005196
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APPENDIX D
Drawing
CCE 300166
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APPENDIX E
Minimum clearances for new construction
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Main lines and loops
a) Index of lines on drawing of minimum dimensions for new construction for main lines and loops.
Line 1 Minimum fixed structure gauge except for the items listed below or specially approved by
the Manager Track
Engineering or Manager Structures Engineering.
Line 1a See note (d) below.
Line 2 Minimum vertical clearance where special y approved by the Manager Track Engineering;
used for temporary work and scaffolding in non-electrified areas.
Line 3 Station verandahs.
Line 4 Signals and verandahs with no alternative unrestricted track for high over-gauge loads.
Line 5 Isolated obstructions up to 2m long; e.g. poles, columns, traction masts, buttresses,
track
signs, km posts, hand-rails on bridge footways. Non-railway power structures are
regulated by statute.
Line 6 Bridge trusses, signals, temporary work and scaffolding.
Line 7 Bridge bracing.
Line 8 Passenger platforms not referred to in note on Line 9; points motors and ground
equipment (including 2 position ground signals).
Line 9 Passenger platforms at major stations, suburban stations and terminals.
b) Dimensions (in mm) are the minimum for new construction and changes to existing structures.
c) The clearances shown apply to straight track only. If the track is curved, adjustments for cant and
curvature must be made.
d)
Consult Manager
Structures Engineering
and Manager Traction Engineering about any structure
proposed to be constructed over any electrified railway or when any structure less than 5.5
metres above railway level is proposed over any line likely to be electrified (remainder of NIMT,
ECMT, or Auckland suburban area). Note that, depending on the location of existing or proposed
traction structures, the proposed length or degree of skew of the new structure, a minimum
clearance may be fixed at some point between line 1 and line 1 (a).
Yards and sidings
a) Index of lines on drawing of minimum dimensions for new construction in yards and sidings.
Line 1 Minimum fixed structure gauge except for the items listed below or specially approved by
the Manager Track
Engineering or Manager Structures Engineering.
Line 1a See note (d) above.
Line 2 Minimum vertical clearance in non-electrified areas where road vehicles run. Applies also
to bridges, gantries, scaffolding etc.
Line 3 Minimum fixed structure overhead gauge in non-electrified areas where motor vehicles do
not run. Applies to doorways, floor-beams inside buildings, roof trusses, bracing,
scaffolding etc.
Line 4 Isolated obstructions up to 2m long (bridge columns, posts, etc), where a clear way is
required for operating staff (see also line 10). Non-railway power structures are regulated
by statute.
Line 5 Interior wal s of buildings (one side of track only).
Line 6 Columns inside buildings (including door posts) on one side of track only, stockyard
loading doors closed.
Line 7 High level loading banks.
Line 8 Points levers.
Line 9 Stockyard stages, ground equipment (ground signals, etc), loading platforms and banks.
Line 10 Signals, gantries, temporary work, scaffolding, doorways (see note for line 6). Other
structures, on one side of the track only
and where staff can safely work on the other
side.
b) See note b) above.
c) See note c) above.
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APPENDIX F
Aspirational information for planning future construction on the National Rail System
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