ASME RT-1–2009 pdf download

ASME RT-1–2009 pdf download

ASME RT-1–2009 pdf download.Safety Standard for Structural Requirements for Light Rail Vehicles.
end frame: at the coupler ends, the end frame consists of structure inboard of and supporting the anticlimber, corner posts at the juncture of the front end and side frames, collision posts located at the approximate one- third points of the end frame width, the end structural shelf or transverse beam, and sheathing connected to the structural framing members. end sill compression load (buffload): compressive (longitu- dinal) force applied at the ends of the vehicle, usually at the anticlimber. heavy rail transit vehicle: typically an electrically pro- pelled, bidirectional vehicle, capable of multiple-unit operation, and designed for rapid, high-level boarding and discharging of passengers. The heavy rail vehicle is a mode of rail transit generally characterized by fully grade-separated construction on exclusive rights-of- way, with station platforms at the floor level of the vehi- cles. These systems are commonlyreferred toas subways or metros. light rail vehicle (LRV): LRVs operate on a light rail transit system, and are not part of main-line railroads. Light rail vehicles are capable of boarding and discharging passengers at track/street level or elevated platforms. The light rail vehicle is a mode of rail transit character- ized by its ability to operate on exclusive rights-of-way, shared streetrunning,and throughroadwaygrade cross- ings. Vehicle designs are typically smaller, lighter, and narrower than heavy rail vehicles. (See also streetcar.)
streetcar: a category ofLRV that operates mainly at street level (with some sections in tunnels or on rights-of-way), in consists of normally single units or two units per train and at a maximum speed of 70 km/h (44 mph). Vehicles are typically smaller, lighter, and narrower in width than light rail vehicles. structural energy absorption zone: a zone, typically located at the ends ofthe carbody, designed for controlled defor- mation or crush when the carbody is loaded beyond its elastic capacity, while the integrity of the remaining carbody is maintained. structural sheathing: the parts, if any, of the exterior cov- ering of the carbody that are used as structural compo- nents of the vehicle and included in the stress analysis. structural shelf (light rail): the structural member in the end frame that spans the full width of the carbody and is attached to the tops of the collision posts and to the corner posts, and designed to transmit the collision post top reaction loads to the carbody sides. survival volume: volume of the vehicle body containing the occupants that is maintained during the collision and that is sufficient for their survival without major injury. telescoping: the intrusion of one vehicle into another in a collision. ultimate strength: the maximum load-carrying capability of a structure, for a load applied at a specified location and direction. For further deformation of the structure, the load capable of being supported will be less than this maximum load.
4 STRUCTURAL REQUIREMENTS The carbody shall withstand the maximum loads con- sistent with the operational requirements and achieve the required service life under normal operating condi- tions. The carbody design shall be based on the design load requirements specified in section 5. The capability ofthe structure to meet these requirements shall be dem- onstrated by calculation and/or appropriate proof-of- design testing. The vehicle is assumed to be of double- end design with an operating cab at either end. If the vehicle is of single-end design, the rear of the vehicle should be of equivalent design and response in a colli- sion as the front end. The strength of connections between structural mem- bers for all items in Tables 1 and 2 shall exceed the ultimate load-carrying capacity of the weakest member joined. For these load cases, the ultimate load-carrying capacity is defined by applying the load at the location and in the direction specified in Tables 1 and 2, but increased in magnitude to the maximum load that can be resisted by the structure, as determined by observing that further increase in deflections will result in a decrease in the load capable of being carried by the structure. References to sheathing in Table 1 or Table 2 refer only to structurally related (load-carrying) sheathing. 4.1 Welding Design of welded structures shall be in accordance with AWS D1.1 for steel and AWS D1.2 for aluminum, or equivalent.

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