EN 286-3:1995 Air Braking Reservoirs for Trains

We design, and build air receivers to EN 286-3:1995  Air Braking Reservoirs for Rolling Stock

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We also refurbish EN 286-3 Compressed Air Reservoirs for trains – This involves detailed inspection , shot blasting to SA2.5 to clean old paint off in and out and re-painting with specialised two pack paint systems such as  Axalta EP300 Railway Primer and Axalta HT7200 Hydro Top Coat Colour RAL 9005.

BRITISH STANDARD BSEN 286-3:1995  Simple unfired pressure vessels designed to contain air or nitrogen — Part 3: Steel pressure vessels designed for air braking equipment and auxiliary pneumatic equipment for railway rolling stock EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM EN 286-3 September 1994 UDC 621.642.02-98:629.8:620.1 Descriptors: Railway rolling stock, pneumatic equipment, pneumatic brakes, pressure vessels, unalloyed steels, grades: quality, welded joints, computation, design, production control, tests, assembling, certification English version Simple unfired pressure vessels designed to contain air or nitrogen — Part 3: Steel pressure vessels designed for air braking equipment and auxiliary pneumatic equipment for railway rolling stock Récipients à pression simple, non soumis à la flamme, destinés à contenir de l’air ou de l’azote — Partie 3: Récipients à pression en acier destinés aux équipements pneumatiques de freinage et aux équipements pneumatiques auxiliaires du matériel roulant ferroviaire Einfache unbefeuerte Druckbehälter für Luft oder Stickstoff — Teil 3: Druckbehälter aus Stahl für Druckluftbremsanlagen und pneumatische Hilfseinrichtungen in Schienenfahrzeugen This British Standard has been prepared under the direction of the Pressure Vessel Standards Policy Committee and is the English language version of EN 286-3:1994 Simple unfired pressure vessels designed to contain air or nitrogen — Part 3: Steel pressure vessels designed for air braking equipment and auxiliary pneumatic equipment for railway rolling stock, published by the European Committee for Standardization (CEN). It supersedes BS 3256:1960 which is withdrawn. EN 286-3 was produced as a result of international discussions in which the United Kingdom took an active part. A British Standard does not purport to include This European Standard was prepared by CEN/TC 54, Unfired pressure vessels, of which the secretariat is held by BSI. This European Standard has been prepared under a Mandate given to CEN by the European Commission and the European Commission and the European Free Trade Association, and supports essential requirements of the EC Directive(s). CEN/TC 54 decided to submit the final draft for formal vote by its resolution. The result was positive. This Part is one of a series of four. The other Parts are: — Part 1: Design, manufacture and testing; — Part 2: Pressure vessels for air braking and auxiliary systems for motor vehicles and their trailers; — Part 4: Aluminium alloy pressure vessels designed for air braking equipment and auxiliary pneumatic equipment for railway rolling stock. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by March 1995, and conflicting national standards shall be withdrawn at the latest by March 1995. According to the CEN/CENELEC Internal Regulations, the following countries are bound to implement this European Standard: Austria, Belgium, Denmark, France, Germany, Greece, Iceland, Ireland, Italy, Luxembourg, Netherlands, Norway, Portugal, Spain and United Kingdom. Contents Page Foreword 2 1 Scope 5 2 Normative references 6 3 Symbols 7 4 Materials 8 5 Design 9 6 Inspection and drainage bosses 27 7 Marking 28 8 Corrosion protection 29 9 Qualification of welding procedures 29 10 Qualification of welders and welding operators 29 11 Testing of the vessels 31 12 Certification procedures 38 13 Information to be supplied at the time of invitation to tender and the time of order 38 14 Delivery 38 15 Documentation to accompany the vessel 39 Annex A (normative) Verification 40 Annex B (normative) Declaration of conformity — Surveillance 40 Annex C (normative) Design and manufacturing schedules 42 Annex D (normative) Type examination 43 Annex E (normative) Content of the manufacturing record 43 Annex F (informative) Assembly to the vehicles 44 Annex G (informative) Service surveillance of type A vessels 47 Annex H (informative) Service surveillance of type B and C vessels 51 Figure 1 — Extrapolation of the guaranteed energy absorbed at break at temperature Tmin 9 Figure 2 — Position of longitudinal welds on the bottom of the shell 10 Figure 3 — Position of longitudinal welds on the shell 10 Figure 4 — Torispherical end 11 Figure 5 — Theoretical curves for dished ends 14 Figure 6 — Butt weld with centre lines aligned 15 EN 286-3:1994 Page Figure 7 — Butt weld with centre lines offset 15 Figure 8 — Butt welds with centre lines offset and connecting slope 15 Figure 9 — Weld of the shell ring to end with necked edge 16 Figure 10 — Weld of the shell ring with necked edge to an end 16 Figure 11 — Weld of an inserted end (type B only) 16 Figure 12 — Position of a hole in an end 17 Figure 13 — Distance between two welds measured from the end of the edge preparation 17 Figure 14 — Reinforcement of opening 19 Figure 15 — Fixing of a boss by an external weld 20 Figure 16 — Fixing of a boss by internal and external welds 20 Figure 17 — Fixing of a surface mounted boss on the outside of the vessel 20 Figure 18 — Fixing of a surface mounted boss inside a vessel 21 Figure 19 — Fixing of a drainage boss by an external weld 21 Figure 20 — Fixing of a drainage boss by internal and external welds 21 Figure 21 — Fixing of a drainage boss with drainage groove 22 Figure 22 — Dip tube fixed to an end 22 Figure 23 — Dip tube fixed to the shell of a horizontal vessel 22 Figure 24 — Dip tube fixed to the shell of a vertical vessel 22 Figure 25 — Dip tube fixed to a top end of a vertical vessel 23 Figure 26 — Dip tube fixed to the upper part of the shell of a horizontal vessel 23 Figure 27 — Fixing of a dip tube 23 Figure 28 — Fixing of a dip tube to a boss 23 Figure 29 — Recessed fixing of a dip tube to a boss 24 Figure 30 — Surface mounted boss with two external welds 24 Figure 31 — Surface mounted boss with an internal and an external weld 24 Figure 32 — Fixing brackets 25 Figure 33 — Fixing brackets with reinforcing plates 27 Page Figure 34 — Location of openings 28 Figure 35 — Location of identity and service marks 29 Figure 36 — Marking plate 30 Figure 37 — Identity and service marks 31 Figure 38 — Reinforcement thickness 37 Figure F.1 — Fixing by straps of a vessel in the horizontal position 44 Figure F.2 — Fixing by straps of a vessel in the vertical position 45 Figure F.3 — End of straps with angle brackets 45 Figure F.4 — End with straps folded and reinforced 45 Figure F.5 — Ends of straps with welded bolt 46 Figure F.6 — Ends of straps with grooved welded bolt 46 Table 1 — Definitions of types of vessel 6 Table 2 — Height of the cylindrical portion of ends 11 Table 3 — Diameters and locations of bosses 28 Table 4 — Amount of testing required for welds made by a non-automatic process 32 Table 5 — Amount of testing required for welds made by an automatic procedure with P U Ps 33 Table 6 — Amount of testing required for welds made by an automatic procedure with P U 1,25PS 34 Table 7 — Acceptance levels of defects in butt-welds, detected by visual examination 36 Table 8 — Acceptance levels of defects in butt-welds, detected by X-ray examination 36 Table 9 — Maximum permissible reinforcement for longitudinal and circular welds 37 Table 10 — Classification of vessels 38 Table F.1 — Dimensions of straps 46 Table G.1 — Service surveillance of vessels used at PS k 6 bar 48 Table G.2 — Service surveillance of vessels used at 6 bar < PS k 10 bar 48 Table G.3 — Annual sampling examination 48 Table H.1 — Service surveillance of group 1 vessels 51 Table H.2 — Service surveillance of group 2 vessels 51 1 Scope 1.1 Part of this European Standard is applicable to simple unfired steel pressure vessels, referred to as “vessel” in this standard, designed for air braking equipment and auxiliary pneumatic equipment for railway rolling stock (see 1.6). It defines three types of vessel A, B and C (see Table 1) corresponding to the current practice of European railway networks. 1.2 The vessels to this standard are: a) made from a single shell; b) made from non-alloy steel; c) fabricated by welding; d) used at a maximum working pressure of 10 bar; e) the product of the maximum working pressure (in bar) and the volume (in litre): 50 bar litres < PV k 10 000 bar litres; f) made of a cylindrical part of circular cross-section called the shell with two outwardly dished torispherical ends, that is two dished ends with the same axis of rotation. This standard therefore does not apply to vessels with one or two flat ends or those made up of several compartments; g) calculated with a design pressure P (see 5.1.4.1.2); h) designed for a working temperature of between – 40 °C and + 100 °C; i) fastened to the vehicles: 1) by straps for types A and B vessels; 2) by welded brackets for types B and C vessels. 1.3 In normal service, a momentary overpressure of 1 bar of the maximum working pressure is permitted (10 % of PS). 1.4 This Part of this European Standard applies to the vessel proper, from the inlet connection to the outlet connection and to all other connections and fittings belonging to the vessel. 1.5 This Part of this European Standard gives the requirements to be met for the calculation, design, fabrication, inspection during fabrication and certification of the vessel, and fittings for assembly to the vehicle. These requirements cannot be written in sufficient detail to ensure good workmanship or proper construction. Each manufacturer is therefore responsible for taking every necessary step to make sure that the quality of workmanship and construction is such as to ensure compliance with good engineering practice. This Part of this standard gives: a) in Annex F, recommendations for assembly to the vehicles; b) in Annex G, recommendations for the service surveillance of type A vessels; c) in Annex H, recommendations for the service surveillance of types B and C vessels. 1.6 The requirements of this Part of this European Standard apply to vessels designed to be fitted to rail vehicles used on the main national networks, urban networks,1 Scope 1.1 This Part of this European Standard is applicable to simple unfired steel pressure vessels, referred to as “vessel” in this standard, designed for air braking equipment and auxiliary pneumatic equipment for railway rolling stock (see 1.6). It defines three types of vessel A, B and C (see Table 1) corresponding to the current practice of European railway networks. 1.2 The vessels to this standard are: a) made from a single shell; b) made from non-alloy steel; c) fabricated by welding; d) used at a maximum working pressure of 10 bar; e) the product of the maximum working pressure (in bar) and the volume (in litre): 50 bar litres < PV k 10 000 bar litres; f) made of a cylindrical part of circular cross-section called the shell with two outwardly dished torispherical ends, that is two dished ends with the same axis of rotation. This standard therefore does not apply to vessels with one or two flat ends or those made up of several compartments; g) calculated with a design pressure P (see 5.1.4.1.2); h) designed for a working temperature of between – 40 °C and + 100 °C; i) fastened to the vehicles: 1) by straps for types A and B vessels; 2) by welded brackets for types B and C vessels. 1.3 In normal service, a momentary overpressure of 1 bar of the maximum working pressure is permitted (10 % of PS). 1.4 This Part of this European Standard applies to the vessel proper, from the inlet connection to the outlet connection and to all other connections and fittings belonging to the vessel. 1.5 This Part of this European Standard gives the requirements to be met for the calculation, design, fabrication, inspection during fabrication and certification of the vessel, and fittings for assembly to the vehicle. These requirements cannot be written in sufficient detail to ensure good workmanship or proper construction. Each manufacturer is therefore responsible for taking every necessary step to make sure that the quality of workmanship and construction is such as to ensure compliance with good engineering practice. This Part of this standard gives: a) in Annex F, recommendations for assembly to the vehicles; b) in Annex G, recommendations for the service surveillance of type A vessels; c) in Annex H, recommendations for the service surveillance of types B and C vessels. 1.6 The requirements of this Part of this European Standard apply to vessels designed to be fitted to rail vehicles used on the main national networks, urban networks,underground railways, trams, private networks (regional railways, company railways, …). Table 1 — Definitions of types of vessel 2 Normative references This European Standard incorporates by dated or undated reference, provisions from other publications. These normative references are cited at the appropriate places in the text and the publications are listed hereafter. For dated references, subsequent amendments to or revisions of any of these publications apply to this European Standard only when incorporated in it by amendment or revision. For undated references the latest edition of the publication referred to applies. EN 287-1, Approval testing of welders — fusion welding — Part 1: Steels. EN 288-1, Specification and approval of welding procedures for metallic materials — Part 1: General rules for fusion welding. EN 288-2, Specification and approval of welding procedures for metallic materials — Part 2: Welding procedure specification for arc welding. EN 288-3, Specification and approval of welding procedures for metallic materials — Part 3: Welding procedure tests for the arc welding of steels. EN 10025, Hot rolled products of non-alloy structural steels — Technical delivery conditions. EN 10045-1, Metallic materials — Charpy impact test — Part 1: Test method. EN 10207, Steels for simple pressure vessels — Technical delivery requirements for plates, strips and bars. EN 26520, Classification of imperfections in metallic fusion welds, with explanations. ISO 7-1, Pipe threads where pressure-tight joints are made on the threads — Part 1: Designation, dimensions and tolerances. ISO 228-1, Pipe threads where pressure-tight joints are not made on the threads — Part 1: Designation, dimensions and tolerances. Criterion Type A Type B Type C Reference clause in this standard Nominal design stress f 0,6ReT or 0,3Rm 0,6ReT or 0,3Rm 5.1.4.1 0,3Rm/1,4 with Rm k 360 N/mm2 5.1.4.2 Radii of curvature of the end R = Do r = 0,1Do R = Do r = 0,1Do 5.1.3.1.1 R = Do r > 0,06Do 5.1.3.1.2 EN 286-3:1994 Shell ring/end assembly Butt weld or swaged end. Full penetration weld Butt weld or swaged end. Full penetration weld 5.1.5.2.1 Inserted end 5.1.5.2.2 Thread of inspection, branch and drainage boss ISO 228-1 ISO 7-1 ISO 7-1 5.2.1 ISO 261 ISO 228-1 ISO 228-1 ISO 261 ISO 261 Weld of drainage boss Full penetration weld of the vessel wall for penetrating boss Full penetration weld of the vessel wall for penetrating boss. Convex weld for surface mounted boss Full penetration weld of the vessel wall for penetrating boss. Convex weld for surface mounted boss 5.2.4.2 Method of fixing to the vehicle Fixing by steel straps Fixing by straps or welded brackets Fixing by welded brackets Annex F Service surveillance Annex G Annex H Annex H EN 286-3:1994 ISO 261, ISO general purpose metric screw threads — General plan. ISO 1101, Technical drawings — Geometrical tolerancing — Tolerancing of form, orientation, location and run-out — Generalities, definitions, symbols, indications on drawings. ISO 1106-1, Recommended practice for radiographic examination of fusion welded joints — Part 1: Fusion welded butt joints in steel plates up to 50 mm thick. ISO 1106-3, Recommended practice for radiographic examination of fusion welded joints — Part 3: Fusion welded circumferential joints in steel pipes of up to 50 mm wall thickness. ISO 5173, Fusion welded butt joints in steel — Transverse root and face bend test. 3 Symbols For the purpose of this standard, the following symbols apply: A Elongation at rupture % Afb Cross sectional area effective as compensation of the boss mm2 Afp Cross sectional area effective as compensation of the reinforcing plate mm2 Afs Cross sectional area effective as compensation of the shell mm2 Ap Area of the pressurized zone mm2 c Absolute value of the minus rolling tolerance for sheets as quoted in the standard mm Do Outside diameter of the shell of the vessel mm dib Internal diameter of the boss mm dob Outside diameter of the boss mm e Nominal wall thickness mm ec Calculated thickness mm ech Calculated thickness of the end mm ecs Calculated thickness of the shell mm eh Nominal thickness of the end mm erb Wall thickness of the boss contributing to reinforcement mm erp Wall thickness of the reinforcing plate contributing to reinforcement mm ers Wall thickness of the shell contributing to reinforcement mm f Nominal design stress at the design temperature N/mm2 fb Permitted stress of the boss N/mm2 g Throat thickness of a weld mm h External height of the dished part of an end (see Figure 4) mm h1 External height of the cylindrical part of the end (see Figure 4) mm h2 Internal height of a dished part of the end (see Figure 4) mm Kc Design coefficient which is a function of the welding process — Kv Impact energy at break (V-notch test piece) J L Total length of the vessel mm L1 Distance between the axis of a drainage opening and the end of the vessel mm lrb Length of the boss contributing to reinforcement mm lrbi Length of inward projecting boss contributing to reinforcement mm lrp Length of the reinforcing plate contributing to reinforcement, measured along the mid-surface mm lrs Length of the shell contributing to reinforcement, measured along the mid-surface mm EN 286-3:1994 P Design pressurea which is a function of the maximum working pressure, the welding process and inspection used bar PS Maximum working pressurea bar R Internal radius of the spherical part of the end mm ReT Minimum yield point at the maximum working temperature N/mm2 Ri Local internal radius at the location of the opening in question mm Rm Minimum tensile strength specified by the manufacturer or by the standard defining the steel N/mm2 r Internal radius of the torispherical part of the end mm S Corrosion allowance mm Tmin Minimum working temperature °C Tmax Maximum working temperature °C T* Temperature at which the mean value of the energy absorbed at break (V-notch), Kv U 28 J, is guaranteed longitudinally °C V Volume of the vessel l a All pressures are gauge pressures. 4 Materials 4.1 Pressurized parts 4.1.1 Shell and ends The shell and ends shall be made of steel sheet grade SPH235 or SPH 265 as specified in EN 10207. These steels shall be accompanied by a test report drawn up by the material manufacturer. The mean value of energy absorbed at break Kv determined on three longitudinal test pieces shall be at least 28 J at the minimum working temperature Tmin. This essential safety requirement may be met as follows: a) For types A, B and C vessels — by carrying out impact bending tests at the minimum temperature of – 40 °C, at the responsibility of the material manufacturer; — or by using steels for which the appropriate guarantee of energy absorbed at break at the minimum temperature of – 40 °C is given by a particular standard; — or at a temperature T* equal to or less than that obtained by extrapolation using the graph fromFigure 1. Examples of use: — example no. 1: if e = 10 mm and T* = – 10 °C, Tmin – 35 °C; — example no. 2: if T* = – 20 °C and Tmin = – 40 °C, emax = 12,7 mm. b) For type B vessels only By ensuring that brittle fracture does not occur at the minimum service temperature – 40 °C, using the fracture mechanics theory through the use of a recognized standard or code and by applying knowledge of the physical and metallurgical properties at the temperature T of a steel defined in a specific standard, whilst taking into account the stresses (primary and secondary stresses) and the thickness of the materials of the vessel. 4.1.2 Inspection bosses, pipe connection branches and drainage bosses The bosses shall be manufactured from bar or tube of a steel grade compatible with the grades of steel sheet comprising the vessel and shall be of weldable quality. The product analysis of this steel shall meet the following requirements: — Rm < 580 N/mm2; — C < 0,25 %, S < 0,05 % and P < 0,05 %. 4.2 Non-pressurized parts Accessories to be welded to the vessel, but which do not contribute to its strength, shall be made of steel grades compatible with the grades of steel sheet comprising the vessel and shall be of weldable quality. The product analysis of this steel shall meet the following requirements: — Rm k 580 N/mm2; — C k 0,25 %, S k 0,05 % and P k 0,05 %. 4.3 Welding materials The filler materials used for welding onto the vessels or welding the vessels themselves shall be suitable and compatible with the parent materials. They shall correspond to EN … (in preparation). 5 Design 5.1 Shell and ends 5.1.1 General The vessels are of simple geometrical form, composed of a cylindrical body of circular cross-section and two outwardly dished torispherical ends. The design of the vessels shall take into account the installation and maintenance conditions. The installation and maintenance conditions shall be given by the manufacturer or the user (see clause 13). NOTE Examples of installation and maintenance requirements are given in informative Annex F, Annex G and Annex H. 5.1.2 Design of the shell Shells are generally made from a single sheet. If the shell is made of several welded parts, the number of circular welds shall be kept to a minimum. Longitudinal weld seams of parts of the shell shall: — not be located on the lower part of the vessel defined by an angle of 30° on either side of the vertical axis (see Figure 2); — be sufficiently far apart such as to form an angle greater than 40° (see example in Figure EN 286-3:1994 5.1.3.1.1 Types A and C vessels R (nominal) = Do r (nominal) = 0,1Do Table 2 — Height of the cylindrical portion of ends Design of the ends 5.1.3.1 Shape and dimensions of the ends The torispherical ends shall be made from a single sheet. Dishing and flanging shall be carried out by a mechanical forming procedure, for example by pressing or spinning. Hand forming is not permitted. The torispherical end (see Figure 4) shall meet the requirements of 5.1.3.1.1 and Table 2 or 5.1.3.1.2 as applicable. Figure 2 — Position of longitudinal welds on the bottom of the shell Figure 3 — Position of longitudinal welds on the shell 5.1.3.1.2 Type B vessels R (nominal) = Do r (nominal) U 0,06Do 26 k h1 k 40 mm (see 5.1.5.2.2). 5.1.3.2 Heat treatment of ends after forming Steel ends obtained by cold forming: a) the nominal sheet thicknesses of which are equal to or less than 6 mm, can be used without postforming heat treatment; b) the nominal sheet thicknesses of which are greater than 6 mm and not more than 8 mm, shall undergo postforming heat treatment if the minimum temperature of the impact bending test (V-notch) required is less than – 10 °C; c) the nominal sheet thicknesses of which are greater than 8 mm, shall not be used without postforming heat treatment. Where required, heat treatment after cold forming is a normalizing treatment (see above), i.e. heating beyond the range of critical temperatures followed by air cooling. The heating temperature shall be greater than the upper limit of the critical range (usually called point A3) but as close to it as possible. NOTE For the steels specified in clause 4, the heat treatment temperature is between 890 °C and 950 5.1.4 Calculation of shell and end thicknesses 5.1.4.1 Type A vessels 5.1.4.1.1 General The nominal thicknesses e of the shells and ends shall be such that: e U ec + c + S The value of ec shall in no case be less than 2 mm. The corrosion allowance S is taken as equal to 1 mm. The manufacturer shall apply a correction to allow for thinning resulting from the manufacturing process. 5.1.4.1.2 Calculation of the shell thickness ecs The nominal design stress f shall not be greater than the smaller of the values: 0,6ReT and 0,3Rm. The values of ReT and Rm are stated in the material standard. For steels for which ReT is not guaranteed at 100 °C, the stress f is taken as equal to 0,6ReT × 0,9. The values of P and Kc to be taken into account are: a) case no. 1: P U PS and Kc = 1 for automatic welding and when tests are carried out in accordance with 11.1.2.1; b) case no. 2: P U 1,25PS and Kc = 1 for automatic welding and when tests are carried out in accordance with 11.1.2.2; c) case no. 3: P U 1,25PS and Kc = 1,15 for welding by a non-automatic process and when tests are carried out in accordance with 11.1.1. 5.1.4.1.3 Calculation of the thickness of the ends ech The end thickness shall be calculated in the following manner. a) Calculate the value of P/(10f). For the value of f see 5.1.4.1.2. b) Calculate he/Do with he the smaller of the three values: where: ech = ecs; (take eh = ecs + 1 + 0,3). NOTE 0,3 is the minus rolling tolerance for the sheet. c) Determine ech/Do fromFigure 5. d) Multiply the value found by Do to obtain the thickness ech. e) Verify the calculation with this value in place of that of ecs. Example of calculation of thickness ech of an end of steel SPH 235 in accordance with EN 10207, ReT = 235 N/mm2 (e k 16 mm) for a vessel of diameter Do = 400 mm. P = 1,25PS = 1,25 × 10 = 12,5 bar (case no. 2 in 5.1.4.1.2) for the shell P = PS = 10 bar for the ends Kc = 1 R = Do = 400 mm r = 0,1Do = 40 mm EN 286-3:1994 f = 108 N/mm2: the smaller of the two values: 0,3Rm = 108; 0,6ReT = 141. Therefore P/10f = 10/(10 × 108) = 0,00926 Calculate he/Do with he = smallest of 3 values: FromFigure 5: ech/Do = 0,0072 ech = 0,0072 × 400 = 2,88 The verification of the calculation with ech = 2,88 in place of ecs = 2,3 gives: ech = 2,9 5.1.4.2 Type B vessels 5.1.4.2.1 General The nominal thickness e of the shell and ends shall be such that: e U ec + c + S The value of ec shall in no case be less than 2 mm. The corrosion allowance S is taken as equal to 1 mm. The manufacturer shall apply a correction to allow for thinning resulting from the manufacturing process. 5.1.4.2.2 Calculation of the shell thickness ecs The shell thickness ecs is calculated from the formula given in 5.1.4.1.2. However: — the value of the nominal design stress f is taken as equal to 0,3Rm/1,4; — the rupture strength of the steel used Rm is equal to or less than 360 N/mm2. Where the vessel is attached to the vehicle by means of fixing brackets welded onto the shell, the manufacturer shall take into account the secondary stresses described in 5.3. The shell thickness ecs shall be less than 5 mm. EN 286-3:1994 5.1.4.2.3 Calculation of the thicknesses of the ends ech The thickness of the ends ech is obtained by applying the method described in 5.1.4.1.3. However: — the value of the nominal design stress f is taken as equal to 0,3Rm/1,4; — the rupture strength of the steel used Rm is equal to or less than 360 N/mm2. The value of ech shall comply with the requirement: 0,002Do k ech k 0,08Do. 5.1.4.3 Type C vessels The thicknesses of the shells and ends shall be calculated in accordance with the instructions from5.1.4.1.2 and 5.1.4.1.3. The manufacturer shall take into account the secondary stresses described in 5.3. 5.1.5 Welded joints of shells and ends 5.1.5.1 Longitudinal welds The welds shall be full penetration butt welds. Backing strips, even of a temporary nature, are not permitted. 5.1.5.2 Circular welds 5.1.5.2.1 Types A and C vessels Circular welds required for making very long shells are treated as longitudinal welds as defined in 5.1.5.1. The shell/end joints permitted are those shown in Figure 6 to Figure 10. The welds in Figure 6 to Figure 8 shall be of the full penetration type of the shell/end wall, for Figure 9 full penetration of the shell wall, and for Figure 10 full penetration of the end wall. For welding of sheets of different nominal thicknesses (shell/end weld), there shall be alignment either of the neutral axes (Figure 6) or of the walls of the internal face or external face, the connecting slope not exceeding 25 % (14°) (see Figure 7 and Figure 8) and the misalignment of neutral axes not exceeding 1 mm. If the misalignment of the neutral axes is greater than 1 mm, levelling shall be carried out as shown in Figure 8a and Figure 8b. Figure 6 — Butt weld with centre lines aligned Figure 7 — Butt weld with centre lines offset Figure 8a Figure 8b Figure 8 — Butt welds with centre lines offset and connecting slope Figure 9 — Weld of the shell ring to end with necked edge NOTE The joint shown in Figure 10 is only applicable to vessels comprising a shell without a longitudinal weld or two welded ends. Figure 10 — Weld of the shell ring with necked edge to an end (1) The permitted gap between the internal diameter of the shell and the external diameter of the end is: a) < 0,25 mm over at least 270°; b) k 1 m over not more than 90°. 5.1.5.2.2 Type B vessels The shell/end joint shown in Figure 11 is the only one permitted for constructing a type B vessel. The vessel made in this way shall be subjected, prior to fabrication, to a type examination as described in clause 12. The weld shall fully penetrate the wall of the shell. Joggled ends inserted 5.2 Openings 5.2.1 General 5.2.1.1 Types A, B and C vessels Inspection bosses, pipe connection branches and drainage bosses are cylindrical parts comprising an internal pipe thread complying with ISO 228-1 or an ISO metric thread in accordance with ISO 261. The permitted shapes and welding are defined in 5.2.4.1 and 5.2.4.2 The minimum number, dimensions and location on the vessel are defined in clause 6. The wall thickness of bosses shall not be less than 1,5 times the thickness of the sheet to which they are welded. 5.2.1.2 Types B and C vessels Inspection bosses, pipe connection branches and drainage bosses are cylindrical parts which may comprise an internal pipe thread where a pressure-type joint is made on the thread Rp in accordance with ISO 7-1. 5.2.2 Holes for bosses Where the diameter of the hole in the wall is greater than 75 mm, a reinforcement calculation is necessary in accordance with the method described in 5.2.3. Where holes require reinforcement, the distance that they are to be apart is defined in 5.2.3.1. The maximum distance between the centre of the dished end and the outer edge of any holes shall not be greater than 0,4Do (see Figure 12). Holes in shells and ends should be located as far as possible from welded seams and shall in no case cross any welded seam. The distance between any two welds measured from the extremity of the edge preparation shall not be less than 4 times the actual shell or end thickness with a minimum of 20 mm (see Figure 13a and Figure 13b). Figure 12 — Position of a hole in an end Figure 13a Figure 13b Figure 13 — Distance between two welds measured from the end of the edge preparation Figure 11 — Weld of an inserted end (type B only) Calculation of the opening reinforcement 5.2.3.1 General The calculation method described in 5.2.3.2 and 5.2.3.3 is applicable to shells and dished ends in which circular holes are made in compliance with the following conditions and hypotheses. Reinforcing plates, where used, shall be made from the same material as that of the vessel to which they are welded. The distance between openings, measured from the outer face of the reinforcing plates or openings shall not be less than 2 × lrs where two openings require reinforcement, or lrs where only one of the two openings requires reinforcement. where: a) Ri = Do/2 – ers for shells; b) Ri = R for ends. Reinforcement of the openings is obtained by the use of: a) recess welded bosses (see Figure 14a and Figure 14b); b) welded reinforcing plates and recess welded bosses (see Figure 14c). Adequate reinforcement shall be provided in all planes passing through the axis of the opening. 5.2.3.2 Reinforcement of opening Only bosses of the “full penetration” type as shown in Figure 14a and Figure 14b may be used. The length of the boss lrb contributing to the reinforcement, used in equation (3) for determining Afb shall not be greater than lrs [see equation (2)]: The value of erb used for determining Afb in equation (3) shall not be more than twice ers. The following condition shall also be complied with: 5.2.3.3 Reinforcement by reinforcing plate and boss One of the following two conditions shall be complied with: — the permissible stress fb is less than stress f: P/10 {Ap + 0,5(Afs + Afb + 0,7Afp)} k f(Afs + 0,7Afp) + fb·Afb — the permissible stress fb is greater than stress f: where: a) the areas Ap, Afb, Afs and Afp are determined as shown in Figure 14a, Figure 14b and Figure 14c. b) the maximum height of the boss (lrb) to be used in the calculation is: c) the maximum height of the part of the boss (lrbi) inside the vessel, to be used in the calculation is: lrbi = 0,5lrb d) the dimensions of the reinforcing plate to be used in the calculation are: 5.2.4 Welding of bosses 5.2.4.1 Inspection openings and pipe connection branches Welds may be full or partial penetration welds. A single partial-penetration weld is permitted for bosses of external diameter not exceeding 65 mm. The throat thickness g1 of the weld shall be at least equal to 1,5 times the thickness e of the wall to which the boss is welded (see Figure 15, Figure 17 and Figure 18). The throat thickness g2 of the weld represented in Figure 16 shall be at least equal to 0,7 times the thickness e of the wall to which the boss is welded. 5.2.4.2 Drainage openings EN 296 part 3 braking reservoirs for rolling stock trains air reservoirs 5.2.4.2.1 Types A, B and C vessels The welds shall be full penetration welds of the wall of the vessel. Weld preparation of the vessel wall may be necessary. Examples of permitted welds are given in Figure 19, Figure 20 and Figure 21. If the drainage opening cannot be made in the bottom of the vessel, drainage shall nevertheless be provided by one of the permitted methods shown in Figure 22 to Figure 29. 5.2.4.2.2 Types B and C vessels The welds shall be executed in accordance with the permitted welds shown in Figure 30 and Figure 31. Figure 18 — Fixing of a surface mounted boss inside a vessel Figure 19 — Fixing of a drainage boss by an external weld Figure 20 — Fixing of a drainage boss by internal and external welds Figure 21 — Fixing of a drainage boss with drainage groove Figure 22 — Dip tube fixed to an end Figure 23 — Dip tube fixed to the shell of a horizontal vessel Figure 24 — Dip tube fixed to the shell of a vertical vessel Figure 25 — Dip tube fixed to a top end of a vertical vessel Figure 26 — Dip tube fixed to the upper part of the shell of a horizontal vessel Figure 27 — Fixing of a dip tube Figure 28 — Fixing of a dip tube to a boss 5.3 Fixing brackets welded onto types B and C vessels Following an agreement between the user and the manufacturer, fixing brackets welded onto the shell may be used to attach the vessel to the vehicle (see Figure 32 and Figure 33). The vessel, with its fixing brackets, shall be designed to withstand fatigue stress due to the mass of the vessel, vibration transmitted by the vehicle and impacts resulting from the vehicle environment. The fixing brackets may be welded onto intermediate reinforcing plates welded onto the shell (see Figure 33). These plates distribute the stresses over the shell. These reinforcing plates shall be obligatory on vessels of diameter exceeding 310 mm (see Figure 33). Their corners shall be rounded to a radius equal to or greater than six times the thickness of the plate with a minimum of 10 mm. They shall be provided with tell-tale holes for checking for leakage through the vessel wall. Welding of the fixing brackets shall be done before the pressure test described in 11.3. Fixing brackets of a design different from those shown in Figure 32 and Figure 33 may be used, at the request of the user, provided that they comply with the requirements of this standard. The welded edges of the brackets or of the reinforcing plate shall not be less than six times the thickness e of the shell away from any other welds. 6 Inspection and drainage bosses EN 296 part 3 braking reservoirs for rolling stock trains air reservoirs The vessels shall have at least the inspection and drainage bosses of the dimensions given in Table 3. However, vessels with a PV less than or equal to 1 000 bar litres (with L < 1 500) may have only one boss for pipe connection, inspection and drainage. In this case, the minimum diameter is 30 mm. Other bosses intended particularly for pipe connections may be provided, as long as they are located well Marking stamped in the metal of the vessel The stamps shall not have any sharp edges and the depth of the stamping shall not exceed one tenth of the wall thickness. When the marking is on an end, the mark shall be stamped as far as possible away from the theoretical line of intersection of the knuckle radius and the spherical radius and shall be close to the end base, without interfering with the weld of the pipe connection branch. Marking shall be carried out before the ends are welded onto the shell. The only marks that shall be stamped onto the finished vessel are those given in items 6) and 10) of 7.4. 7.3 Marking stamped on a plate The dimensions of the marking plate are given in Figure 36. 7.4 Identity and service marks This marking shall follow the general arrangement shown in Figure 37 or, if necessary, shall be in three zones (see Figure 35). These marks shall have a minimum height of 5 mm. The dimensions in Figure 37 are given for guidance. 8 Corrosion protection The vessels shall have internal and external corrosion protection. This protection shall be the subject of an agreement between the railway customer and the supplier and meet the service surveillance requirements given in Annex G and Annex H. The surfaces to be given this protection shall be free of any corrosion, grease or pickling product. 9 Qualification of welding procedures Welding procedures shall be specified in accordance with EN 288-1, EN 288-2 and EN 288-3. The qualification shall be witnessed by an approved inspection body. 10 Qualification of welders and welding operators Welders and welding operators shall be qualified Testing of the vessels 11.1 Testing of welds by the manufacturer Welds shall be tested in accordance with the requirements of Table 4 to Table 6. The acceptance criteria are specified in 11.1.5. 11.1.1 Welds made by non-automatic welding In this case: P U 1,25PS and Kc = 1,15 (see 5.1.4.1.2 case no. 3). 11.1.2 Welds made by an automatic process 11.1.2.1 With P U PS and Kc = 1 (see 5.1.4.1.2 case no. 1). 11.1.2.2 With P k 1,25PS and Kc = 1 (see 5.1.4.1.2 case no. 2). 11.1.3 Destructive testing of welds on coupon plates The following tests shall be carried out by the manufacturer on coupon plates: a) one face bend test around a mandrel of diameter 2e, through an angle of 180°, according to ISO 5173; b) one reverse bend test around a mandrel of diameter 2e, through an angle of 180°, according to ISO 5173; c) one macro test; d) impact bend tests (V-notch) at – 40 °C, according to EN 10045-1, only for wall thicknesses greater than 5 mm; — three Charpy V-notch tests on the weld metal; — three Charpy V-notch tests in the heat affected zone (HAZ), only on the first test coupon per batch in the case of verification and on two coupons per batch in the case of declaration of conformity. 1 X-ray per film of length greater than 200 mm including at least one junction or 1 coupon plate During manufacture Every 250 m of weld or at each change of adjustment outside the tolerances fixed in the description of the welding procedure or at each change of standard designation of filler metal: 1 X-ray per film of length greater than 200 mm including at least one junction or 1 coupon plate Circumferential weld If the welding process or the designation of the filler metal is identical to that used for the longitudinal weld, then the circumferential weld needs no further testing. If the welding process or standard designation of the filler metal differs from those used for making the longitudinal weld; After adjustment 1 X-ray per film of length greater than 200 mm including at least one junction or 1 coupon plate During manufacture Every 750 m of weld or at each change in adjustment outside the tolerances fixed in the description of the welding procedure or at each change in the standard designation of the filler metal: 1 X-ray per film of length greater than 200 mm including at least one junction or 1 coupon plate With a minimum per batch of vessels or per month: 2 X-rays per film of length greater than 200 mm including at least one junction or 2 coupon plates NOTE The coupon plates ng procedure Longitudinal weld After adjustment 1 X-ray per film of length greater than 200 mm including at least on junction or 1 coupon plate During manufacture Every 500 m of weld or at each change of adjustment outside the tolerances fixed in the description of the welding procedure or at each change in the standard designation of the filler metal 1 X-ray per film of length greater than 200 mm including at least one junction or 1 coupon plate Circumferential weld If the welding process or the designation of the filler metal is identical to that used for the longitudinal weld, then the circumferential weld needs no further testing. If the welding process or standard designation of the filler metal differs from those used for making the longitudinal weld: After adjustment 1 X ray per film of length greater than 200 mm including at least one junction or 1 coupon plate During manufacture Every 1 500 m of weld or at each change in adjustment outside the tolerances fixed in the description of the welding procedure or at each change in the standard designation of the filler metal: 1 X-ray per film of length greater than 200 mm including at least one junction or 1 coupon plate With a minimum per batch of vessels or per month: 1 X-ray per film of length greater than 200 mm including at least one junction or 1 coupon plate NOTE The coupon 11.3 Pressure test Each vessel with all its fittings (bosses, brackets, etc.) shall be subjected to a hydrostatic test, prior to the application of the protective coating, equivalent to a pressure of 1,5 times the design pressure, i.e.: a) 15 bar when the design pressure is taken as 10 bar (case no. 1 —5.1.4.1.2); b) U 18,75 bar when the design pressure is taken as 12,5 bar (case no. 2 and 3 —5.1.4.1.2); in the presence of a person of recognized competence (see clause 12). This pressure shall be maintained for a sufficient length of time to permit a visual examination of all the surfaces and all the welded joints. The vessel shall show no sign of plastic deformation or leakage. Subject to agreement, a pneumatic test may be carried out on each vessel, at the pressure defined above. WARNING. The pneumatic test is potentially a much more dangerous operation than the hydraulic test in that, irrespective of the size of the vessel, any failure during testing may result in an explosion. It should therefore only be carried out after consultation with the inspection body and having ensured that the safety measures taken comply with current legislation of the country in which the test is carried out. All vessels which fail the pressure test shall be rejected. Repairs may be permitted, with the agreement of the client network, but in this case the pressure test shall be repeated. 11.4 Special tests for types B and C vessels For type B vessels attached to the vehicle by welded brackets and for type C vessels, fatigue tests combining the mass of the away from welded joints or seams subject to deformation, and in particular away from the knuckle ends. The locations of the bosses shown in Figure 34 are recommended. Other locations may be specified as long as they permit access for internal inspection and drainage of the vessel. Annex A (normative) Verification A.1 General Verification shall be performed by an approved inspection body on batches of vessels submitted by their manufacturer or by his authorized representative. Batches shall be accompanied by the type-examination certificate (see Annex D) or by the certificate of approval of the design and manufacturing schedule (certificate of adequacy) (see Annex C). When a batch is examined, the inspection body shall ensure that the vessels have been manufactured and checked in accordance with the design and manufacturing schedule and shall perform a hydrostatic test or, subject to the agreement of the Member State, a pneumatic test on each vessel in the batch at a pressure Ph equal to 1,5 times the design pressure. Moreover, the inspection body shall carry out tests on test pieces taken from a representative production coupon plate or from a vessel, as the manufacturer chooses, in order to examine weld quality. The tests shall be carried out on longitudinal welds. However, where differing welding techniques are used for longitudinal and circumferential welds, the tests shall be repeated on representative test pieces of circumferential welds. A.2 Construction verification The approved inspection body shall perform the following checks and examinations. A.2.1 Check of the manufacturing record The manufacturing record shall be checked (see Annex E). A.2.2 External and internal inspection, dimensional check The inspection body shall check the identification of the vessel, e.g. the data-plate, and shall inspect the vessels visually, externally and internally for defects, especially the seams. The inspection shall be performed before any permanent covering coatings are applied. The inspection body shall check dimensions of shells, ends, openings and other parts that are of importance to the safety of the vessel for conformity with the drawings. Distances, important for safety (e.g. distance between openings), shall be checked if considered necessary. NOTE Normally it is adequate if 10 % of vessels are checked and inspected, these to be selected by the approved inspection body. A.2.3 Destructive testing Destructive testing as required by 11.1.3 shall be witnessed by the approved inspection body who will certify the results. A.2.4 Non-destructive testing Non-destructive testing of butt weld seams as required by clause 11 shall be checked by the approved inspection body. This includes spot checks of films. If the films are not available, spot NDT shall be performed according to Table 4 to Table 6. Annex B (normative) Declaration of conformity — Surveillance B.1 General B.1.1 Declaration of conformity Vessels in accordance with this European Standard whose product of PS and V exceeds 50 bar litres but which does not exceed 3 000 bar litres are, at the choice of the manufacturer, either subject to verification (see Annex A) or subject to the declaration of conformity. B.1.2 Surveillance By the declaration of conformity the manufacturer becomes subject to surveillance for vessels for which the product of PS and V exceeds 200 bar litres and does not exceed 3 000 bar litres. The purpose of surveillance is to ensure that the manufacturer duly fulfils the obligations required by this European Standard. In the case of vessels manufactured in accordance with an approved specimen, for which a type examination certificate exists, surveillance shall be the responsibility of the approved inspection body which issued this type of examination certificate. In the case of vessels not manufactured in accordance with an approved specimen, surveillance shall be the responsibility of the approved inspection body which issued the certificate of approval of the design and manufacturing schedule (certificate of adequacy) (see C.2). B.2 Procedure required before commencement of manufacture of vessels of classes 2 and 3 (see clause 12) subject to a declaration of conformity B.2.1 Responsibilities of the manufacturer Before commencing manufacture, the manufacturer shall submit to the approved inspection body which issued the type examination certificate or the certificate of adequacy, a document describing the manufacturing processes and all of the predetermined, systematic measures taken to ensure conformity of the vessels with this European Standard. This document shall include the design and manufacturing schedule and the documents referred to in B.2.1.1 to B.2.1.5. The manufacturer shall appoint a management representative who, irrespective of other responsibilities, shall have independent authority and responsibility for ensuring that the requirements of this European Standard are implemented and maintained. B.2.1.1 A description of the means of manufacture and inspection appropriate to the construction of the vessels. B.2.1.2 An inspection document describing the appropriate examinations and tests to be carried out during manufacture together with the procedures thereof and the frequency with which they are to be performed. B.2.1.3 An undertaking to carry out the examinations and tests in accordance with the inspection document referred to above and to have a hydrostatic test carried out on each vessel in accordance with this European Standard. B.2.1.4 The addresses of the places of manufacture and storage and the date on which manufacture is to commence. B.2.1.5 In addition, when the product of PS and V exceeds 200 bar litres, the manufacturer shall authorize access to the said places of manufacture or storage by the body responsible for the surveillance, for inspection purposes, and allow that body to select sample vessels and provide it with all necessary information, and in particular: a) the design and manufacturing schedule; b) the inspection report; c) the type examination certificate or certificate of adequacy, where appropriate; d) a report on the examinations and tests carried out. B.2.2 Responsibilities of the approved inspection bodies The inspection body responsible for the surveillance shall examine the documents referred to in B.2.1.1 and B.2.1.3 in order to check their conformity with the requirements of this European Standard and with: a) the conditions stated in the certificate of adequacy; or b) the design and manufacturing record and the conditions stated in the type examination certificate. Manufacturing cannot commence before the approved inspection body has issued written approval of this document. B.3 Procedures required during manufacture of vessels of classes 2 and 3 (see clause 12) subject to a declaration of conformity B.3.1 Responsibilities of the manufacturer The manufacturer shall ensure that the inspections and testing is carried out in accordance with the documented procedures to complete the evidence of full conformance of the vessel to this European Standard. The inspection and test status of vessels shall be identified by using markings, authorized stamps, tags, labels, inspection records, physical location or other suitable means which indicate conformance or non-conformance of vessels with regard to inspection and tests performed. Records shall identify the inspection authority responsible for the release of conforming vessels. The manufacturer shall maintain control of vessels that do not conform to the requirements of this European Standard. All non-conforming vessels shall be clearly identified and segregated to prevent unauthorized use, delivery or mixing with conforming vessels. Annex D (normative) Type examination Type examination is the procedure by which an approved inspection body ascertains and certifies that a prototype vessel satisfies the provisions of this Part of this European Standard. The manufacturer or his authorized representative shall submit to an approved inspection body an application for type examination. The application shall include three copies of the design and manufacturing schedule (see Annex C) and a prototype vessel which is representative of the production envisaged. If the application is lodged for various vessels a prototype vessel is required for each vessel type. Various vessels or vessel types can be included in one design and manufacturing schedule, but all vessel details (including branches, bosses and attachments) of the production envisaged shall be included. The approved inspection body shall examine the documents in order to check the conformity of design, qualifications and the proposed tests with the requirements of this European Standard. The approved inspection body shall also verify that the vessel has been manufactured in conformity with the design and manufacturing schedule and is representative of the type and shall perform appropriate examinations and tests (including 100 % NDT of main seams and a hydrostatic test). If the design and manufacturing schedule and the prototype(s) comply with the provisions of this part of this European Standard, the approved inspection body shall draw up a type-examination certificate (per vessel type) which shall be forwarded to the applicant. The certificate shall state the conclusions of the examination, indicate any conditions to which its issue may be subject and be accompanied by the descriptions and drawings necessary for identification of the approved prototype. Annex F (informative) Assembly to the vehicles F.1 Type A vessels F.1.1 Fixing The vessels should be fixed by means of straps with properties as indicated in F.1.1.1 and inserts of corrosion protection tape as defined in F.1.1.4. The vessel is generally fixed by means of two straps (Figure F.1 and Figure F.2). However, for small vessels, a single strap may be used as long as it does not obstruct reading of the identity and service marks. The straps are fastened to the vehicles by one of the approved methods shown in Figure F.3 to Figure F.6. Other methods may be used provided that all safety requirements are complied with. Figure F. F.1.1.1 Fixing straps F.1.1.1.1 General The fixing straps should be made of flat steel of minimum tensile strength Rm k 580 N/mm2 as specified in EN 10025 or steel with equivalent mechanical properties and dimensions specified in F.1.1.1.2 or F.1.1.1.3. Straps made of circular rod are not permitted. F.1.1.1.2 Fixing by two straps The dimensions of the straps are given in Table F.1. Table F.1 — Dimensions of straps NOTE The bolts shown in Figure F.5 and Figure F.6 should be of the weldable type. Figure F.5 — Ends of straps with welded bolt NOTE The bolts shown in Figure F.5 and Figure F.6 should be of the weldable type. Figure F.6 — Ends of straps with grooved welded bolt Dimensions in millimetres Do k 450 > 450 and k 600 > 600 Section of F.1.1.1.3 Fixing by a single strap The strap section should be approved by the customer for each particular case. F.1.1.2 Corrosion protection tapes The corrosion tapes should have two impregnated faces. The impregnation product should have a softening point at least equal to 50 °C and should retain its flexibility down to – 15 °C. The impregnated tape should have a mass by surface area equal to or greater than 1,3 kg/m2. F.1.2 Mounting F.1.2.1 General The drawing showing mounting of the vessel on the vehicle should ensure that the identity and service marks can be read under all possible conditions. Contact between the vessel and the vehicle should always be via cradles, with corrosion protection tape inserted between the vessel and the cradle. The fixing straps and their corrosion protection tape should always be placed around the shell (see Figure F.1 and Figure F.2). All necessary steps should be taken to avoid movement of the insulating tape relative to the straps and the vessel. The cradle should: a) be placed transversely in relation to the vessel; b) be adapted to the shape of the vessel; c) have a width at least equal to that of the fixing straps; d) have a span equal to or greater than 0,4Do. F.1.2.2 Fixing by two straps They should be located as close as possible to the circular welds without however obscuring them as they should remain visible once the vessel has been fixed. F.1.2.3 Fixing by a single strap It should be located so as not to obscure the circular welds. F.1.2.4 Protection of the drainage mechanism Where an automatic drainage mechanism is fitted directly to the vessel opening, it should be protected against accidental damage by a cap. NOTE In the case of vehicles fitted with an air dryer, the drainage opening may be closed by a threaded plug with a pressure relief hole, and gasket. F.2 Types B and C vessels F.2.1 Fixing to the vehicle Types B and C vessels may be fixed by means of straps as described in Figure F.1 or by fixing brackets welded onto the shell under the conditions set out in 5.3 and shown in Figure 32 and Figure 33. F.2.2 Mounting The drawing showing mounting of the vessel to the vehicle should ensure that the identity and service marks can be read under optimum conditions. F.2.3 Protection of the drainage mechanism Where an automatic drainage mechanism is mounted directly onto the vessel opening, it should be protected against accidental damage by a cap. NOTE In the case of vehicles fitted with an air dryer, the drainage opening may be closed by a threaded plug with a pressure relief hole, and gasket. Annex G (informative) Service surveillance of type A vessels G.1 General The maintenance recommendations in this annex are based on several decades of experience of major railway networks of the Federal Republic of Germany (DB), the Netherlands (NS) and France (SNCF). These recommendations meet the minimum safety requirements during normal service of type A vessels. The vessels are used throughout the whole service life of the vehicle or device to which they are fitted, to a maximum of 40 years. At the end of this period, they are dispensed with under the conditions specified in G.10. However, under special circumstances (a series of vehicles being replaced or vehicles destined for a museum), the service life of the vessels may be prolonged subject to suitable surveillance specified in G.9. The service surveillance of the vessels complying with this European Standard is carried out during periodic inspections or revisions to the vehicle or the device fitted with it, under the following conditions. G.2 Vessels used at: PS k 6 bar Table G.1 — Service surveillance of vessels used at PS k 6 bar G.3 Vessels used at: 6 bar < PS k 10 bar Table G.2 — Service surveillance of vessels used at 6 bar < PS k 10 bar In addition, the satisfactory performance of these vessels is ensured by an annual sampling examination under the following conditions. Table G.3 — Annual sampling examination NOTE 1 Inspections are fairly regular periodic maintenance operations. They are essentially checks intended to ensure that the main or critical components are always in a good operating condition. NOTE 2 Revisions are periodic maintenance operations at intervals greater than the inspection. The purpose is to overhaul the various components so that they operate satisfactorily until the next inspection. NOTE 3 The inspection and revision cycles are specific to each type of equipment. G.4 External inspection G.4.1 Cleaning Vessels that are particularly dirty should be cleaned so as to permit examination of the walls under acceptable conditions. Cleaning by air blast should be carried out until all dirt is completely removed. G.4.2 Examination of marking If the marks specified in clause 7 are illegible, the vessel should be rejected. If a data plate is deformed as a result of impact or oxidation, but the marks are still visible, it may be replaced. Conformity to the original marking should be certified by the affixing of the expert’s stamp. If a new plate is welded on to the vessel, the vessel should undergo a pressure test in accordance with 11.3. Maximum interval between 2 operations Operation Removal Method and sanction In a scheduled examination before 600 000 kma or 6 years External visual G.4.3 Inspection of the walls G.4.3.1 Deformation and irregularities If the walls of the vessel show localized deformations or irregularities resulting mainly from impacts, the vessel should be rejected if these deformations or irregularities exceed the tolerances given in G.4.3.1.1 and G.4.3.1.2. G.4.3.1.1 Dished ends Deformations and irregularities should not: a) have any sharp angles (radius less than half the knuckle radius); b) be located on the welds or at a tangent to them; c) be located more than 0,4Do from the centre of the end; d) have a depth greater than 1/100 of the vessel diameter. G.4.3.1.2 Shell wall Deformation and irregularities should not: a) connect with the surrounding surface with slopes greater than 25 % (14°) or with roundings of radius less than half the knuckle radius; b) be deeper than: — 1/50 of the vessel diameter and width less than four times the depth; — 1/25 of the vessel diameter for other cases. G.4.3.2 Corrosion Whatever the type of corrosion revealed by the inspection of the vessel, any defect of depth equal to or greater than 1 mm results in rejection of the vessel. NOTE If the corrosion does not lead to rejection of the vessel, the corrosion protection treatment should be repeated in order to guarantee that the vessel is protected against corrosion until its next inspection as specified in G.2 and G.3. G.4.3.3 Other cases leading to rejection of the vessel If there is doubt about the seriousness of the defects listed above, or if the vessel has other discontinuities which may adversely affect its strength, it should be rejected. G.4.4 Examination of the fastening straps If it is observed that a strap is broken or cracked it should be replaced. Welded repairs are not permitted. G.5 Internal examination Internal inspection of the vessel walls is carried out with suitable apparatus, such as an endoscope for example. If traces of corrosion are detected, their extent should be assessed. Any pitting of depth equal to or greater than 1 mm should lead to rejection of the vessel. If there is doubt about the assessment of the depth of the corrosion, suitable apparatus for measuring the wall thickness should be used, for example ultrasonic apparatus. If the extent of the corrosion does not lead to rejection of the vessel, but is located in an area corresponding to an external area where traces of corrosion have already been detected, but without leading to rejection of the vessel, this vessel should be rejected. G.6 Detailed inspection and hydrostatic test G.6.1 General These operations should be carried out by competent approved personnel. G.6.2 Detailed inspection Detailed inspection of a vessel entails its removal. Before carrying out the various phases of the inspection, the vessel should be examined to see if there are any defects which might lead to its rejection. G.6.2.1 Preparation Internal and external walls of the vessel should be exposed by careful cleaning, if necessary, using chemical or mechanical stripping agents to remove the corrosion protection coating. G.6.2.2 Internal and external inspection The internal and external inspection of the walls should be carried out in accordance with the provisions in G.4 and G.5 with the specified consequences. In addition, if any crack, discontinuity in the weld seams or deterioration of the internal threads of the inspection openings or pipe connection branches are detected, the vessel should be rejected. G.6.3 Hydrostatic test The vessel which has satisfactorily undergone the detailed inspection should then be subjected to a hydrostatic test under the conditions described in 11.3 of this European Standard. Once the vessel has successfully undergone the hydrostatic test, it should be stamped by the representative of the approved inspection body, or by the accredited representative, who witnessed the test. He affixes: a) the date of the test (last 2 digits of the year); b) his stamp. G.6.4 Treatment prior to return to service The vessel deemed satisfactory following the hydrostatic test should be dried and then given an internal and external anticorrosion coating within 4 h of its stripping in accordance with G.6.2.1. G.6.5 Return to service Vessels having successfully undergone the detailed inspection and hydrostatic test, and which have received their anticorrosion protection, may be refitted to the vehicle or device. G.7 Analysis of the results of the annual sampling on 1 % of the population of a specific type of vessel Every 2 years, the results of the detailed inspections and hydrostatic tests which the vessels undergo and which are covered by 1 % sampling and visual inspections should be analysed by a competent administrative authority. Measures should be taken if the results of the 1 % sampling and internal inspections show a significant trend. G.8 Withdrawal of vehicles or devices to which the vessel is fitted When a vehicle or device to which the vessel is fitted is withdrawn, the vessel should be discarded. G.9 Special cases of vessels fitted to a series of vehicles being phased out, vehicles intended for a museum, or vehicles kept in service for historical reasons Vessels fitted to these vehicles may be maintained in service beyond 40 years subject to the following provisions: a) vessels removed after 40 years; b) vessels then removed every 10 years thereafter; in order to subject them to the operations described in G.6. G.10 Rejection Any vessel rejected during the surveillance operation or as a result of G.8 should be rendered unusable by puncturing its walls to the right of the marking by means of a blow torch. Marking stamped in the metal or on a plate welded to the wall of the vessel should be rendered illegible. G.11 Filing of results of examination, inspections and tests Results of examination, inspections and hydrostatic tests should be recorded in a maintenance register, or by any means of storing and analysing them. The results of analyses of sanctions following the detailed inspections and hydrostatic tests should be recorded. It should be possible to submit all the results on request at any time to the representative of the approved body on intervention by the national administration. G.12 Responsibilities The service surveillance operations on the vessels should be carried out on the responsibility of the railway companies and under the control of and under the conditions fixed by the competent administrative authority. Annex H (informative) Service surveillance of type B and C vessels H.1 General The maintenance recommendations presented in this annex are based on several decades of experience of the rail networks of the United Kingdom (BR). These recommendations meet the minimum safety requirements during normal service of types B and C vessels. The maintenance recommendations covered by Annex G are applicable to types B and C vessels, except for clauses G.2, G.3 and G.4.3.2 which are replaced by clauses H.2, H.3 and H.4 below. Types B and C vessels are divided into two groups according to their function and the type of vehicle. H.2 Group 1 vessels Group 1 — Vessels mounted on locomotives or motor units used with one of the following functions: a) main reservoir; b) brake supply reservoir; c) supplementary reservoir. Table H.1 — Service surveillance of group 1 vessels H.3 Group 2 vessels Group 2 — Other vessels, all vehicles. Table H.2 — Service surveillance of group 2 vessels H.4 Corrosion H.4.1 Types of corrosion The types of corrosion generally found during inspections of vessels are: a) generalized corrosion: corrosion is described as generalized when it has caused a reduction in the thickness of the wall over an area in excess of 20 % of the internal surface of the vessel; b) localized corrosion: corrosion is described as localized when it has caused a reduction in the thickness of the wall over an area in excess of 20 % of the internal surface of the vessel; c) chain or linear corrosion: corrosion is described as chain or linear corrosion when it is in the form of a series of pits reducing the wall thickness at localized points. This corrosion generally occurs on the internal surface of the wall: — over a generating line of the shell when the vessel is mounted horizontally; — over a circumference of the end when the vessel is mounted vertically. d) furrow-type corrosion: furrow-type corrosion is in the form of chain or linear corrosion but more concentrated forming a furrow in the metal; e) corrosion in isolated pits: corrosion in isolated pits is point corrosion in isolated areas. A concentration of pits exceeding 1 per 500 mm2 is regarded as localized corrosion. H.4.2 Rejection criteria All criteria exceeding the following specification results in rejection of the vessel. a) Generalized corrosion — the original surface (vessel as-new) is no longer recognizable; — the greatest recorded depth reaches 1 mm. b) Localized corrosion — the original surface (vessel as-new) is no longer recognizable in the corroded zone; — the greatest recorded depth reaches the value of the difference between the actual vessel thickness and the calculated minimum thickness (ecs or ech). c) Chain or linear corrosion and furrow-type corrosion — the total length, all types of corrosion together and in all directions, exceeds the circumference of the vessel regardless of the depth; — the length is less than the circumference of the vessel and the greatest recorded depth reaches the difference between the actual thickness and the calculated minimum thickness of the shell (ecs or ech). d) Corrosion in isolated pits — an isolated pit has a circumscribed diameter greater than 5 mm and a depth equal to or greater than 1 mm; — the circumscribed diameter is less than 5 mm and the recorded depth reaches the difference between the actual thickness and the calculated minimum thickness (ecs or ech). H.4.3 Acceptance If the corrosion does not result in the rejection of the vessel, corrosion protection should be re-applied in order to guarantee the vessel against corrosion