TP104 - Pravilnik o železniških signalnovarnostnih napravah

This document is a Technical Report about the basic standard. It is applicable to the same systems and addresses the same audience as the standard itself. It enhances information on specific items on the application of EN 50129. The following items are covered, within the scope of this Application Guideline of EN 50129, as follows: Clause 4 deals with identification and mitigation of failures in the concept, specification and design phases. It is mainly dedicated to designers and verifiers and product safety engineers; Clause 5 deals with the preparation of a safety case, enhancing points providing the required evidence for safety assessment and approval. It is mainly dedicated to verifiers, validators, safety managers, quality managers and safety engineers; Clause 6 deals with the activities an Independent Safety Assessor has to carry out. It is mainly dedicated to safety assessors, safety authorities, safety managers and safety approvals. In drafting this guidance, it is assumed that the reader is familiar with the basic structure of the standard. This document does not claim to be exhaustive. It is not a complete compilation of best practices, but only the translation of the knowledge of all the experts of the Working Group in charge of composition of this Application Guideline.

This International Standard covers high-level safety requirements applicable to automated urban guided transport systems, with driverless or unattended self-propelled trains, operating on an exclusive guideway. This standard only deals with the safety requirements needed to compensate for the absence of a driver or attendant staff who would otherwise be responsible for some or all of train operation functions (see Table 1), depending on the level of automation of the system (see shaded areas in Table 1 and see 3.1 for a definition of the different grades of automation). requirements of this standard are restricted to transports systems as defined in Clause 5 and to DTO and UTO as defined in 3.1.4 and 3.1.20, respectively.
This standard does not specifically look at security issues. However, aspects of safety requirements may apply to assuring security within the transport system. NOTE The definitions of “security” and “safety” are given by IEC 62278. Application of this standard is subsidiary to the responsibility of the transport authority and the safety regulatory authority (see IEC 62278) and to the specific laws and decrees applicable within the prevailing environment (economic, social, political, etc.) where the transport system is located, taking into account:
social risk acceptance in different cultures or different national legal regulations (e.g. SHOREI, BOStrab) or principles (e.g. GAME, ALARP);
laws and decrees in different states;
special or different requirements specified by the safety regulatory authority or by an independent assessor in charge of the specific application;
the responsibility for ”safe operation“ by the transport authority.
This standard does not apply to the following types of transport systems, unless specifically required by the Transport Authority:
APMs (Automated People Movers) operating entirely inside a privileged environment such as an airport, a commercial centre or a leisure resort;
amusement rides and roller-coasters, generally featuring a single station so that passengers board and alight the system at the same location;
intercity and mainline train services, generally operating in a rural environment on part of
their routes;
cable-driven systems;
systems featuring electronically guided vehicles with optical sensors, magnetic sensors, or similar devices/systems. This standard is not concerned with risks arising during works for construction, installation, modification and dismantling of a system. This standard is not concerned with pre-existing DTO or UTO systems (see definitions in 3.1) that were designed before this standard took effect. In the case of upgrading an existing transport system to a DTO or UTO system, the risks associated with the existing system are outside the scope of this standard. However, this standard and the risk analysis process described are relevant for the additional subsystems and possibly for the transition process itself. Therefore, the application of the standard is at the discretion of the safety regulatory authority. In the case of extending or modifying an existing DTO or UTO system in operation, this standard applies only if the change is significant as determined by the safety regulatory authority. However, the risks due to the relationship with the unchanged parts of existing systems (e.g. rolling stock, traction power supply, signalling and platforms) should be taken into account.

The present document covers the technical requirements for radio transmitters and receivers used in the Euroloop transmission system. The system is only used in railway systems. It applies to the following two equipment units as is shown in figure 1:
The On-Board Equipment (OBE) receiving the Euroloop signal and the OBE comprises a receiver fitted with a dedicated antenna.
The Track-Side Equipment (Euroloop) transmitting the Euroloop signal that is always installed in an inner or outer foot of a rail. The Euroloop comprises DSSS-BPSK-modulated transmitter fitted with a dedicated antenna. It is always switched on but is only transmitting in the presence of a train. The present document is intended to cover the provisions of Directive 1999/5/EC [i.6] (R&TTE Directive) article 3.2, which states that "… radio equipment shall be so constructed that it effectively uses the spectrum allocated to terrestrial/space radio communications and orbital resources so as to avoid harmful interference".

The present document covers the technical requirements for radio transmitters and receivers used in the Eurobalise transmission system. The system is only used in railway systems.
It applies to the following equipment units:
a) the On-Board Equipment (OBE) Tele-powering the Eurobalise; and
b) the Eurobalise that is always installed in between the rails.
The OBE comprises a transmitter (normally un-modulated) and a receiver fitted with an integral or dedicated antenna. The Eurobalise FSK-modulated transmitter is Tele-powered by the OBE and has an integral antenna. The Eurobalise transmission system operates in accordance with ERC Recommendation 70-03 [i.8], annex 4. The present document is intended to cover the provisions of Directive 1999/5/EC [i.2] (R&TTE Directive) article 3.2, which states that "… radio equipment shall be so constructed that it effectively uses the spectrum allocated to terrestrial/space radio communications and orbital resources so as to avoid harmful interference".

It has the status of a horizontal standard in accordance with IEC Guide 108.

The scope of this product-family standard is limited to apparatus, systems and fixed installations which are intended for use in the railway environment. The frequency range covered is 0 Hz to 300 GHz. Technical considerations and measurements are necessary for frequencies up to 20 kHz because no relevant field strengths are expected above due to the physical nature of EMF-sources in the railway environment. The object of this standard is to provide measurement and calculation procedures of electric and magnetic field levels generated by electronic and electrical apparatus in the railway environment with respect to human exposure. The regulations regarding the protection of human being during exposure to non-ionizing electromagnetic fields in the railway environment are different within the countries of European Community. This standard offers a procedure regarding measurement, simulation and evaluation.

This document provides guidance on applying the  RAM requirements in EN 50126-1 to rolling stock  and for dealing with RAM activities during the  system life cycle phases from invitation to tender  to demonstration in operation only. All references  to EN 50126-1 concern the version of 1998. The  guide is aimed at the customers/operators and  main suppliers of rolling stock. The main purpose  of the guide is to: enable a customer/operator of  rolling stock: - to specify the RAM requirements  addressing the type of operation in terms of the  end customer needs, considering service  availability and economic considerations; - to  evaluate different tenders, in terms of RAM  requirements, on a common basis with the aid of  specific RAM documents; - to gain assurance,  during design/development phase, that the rolling  stock being offered is likely to satisfy the RAM  contractual requirements by examining step by  step detailed and specific RAM documents as an  output of the RAM activities performed during the  development phase; - to validate that the rolling  stock, as delivered, satisfies the specified RAM  requirements - to enable the main supplier of  rolling stock - to understand the  customers/operators RAM requirements - to  provide substantive information/visibility in a tender  to show that the product offered is likely to satisfy  the RAM requirements by performing preliminary  RAM analysis; - to provide substantive information  during design/development phase to show that the  product offered is likely to satisfy the RAM  requirements by performing detailed RAM  analysis; - to demonstrate that the product  delivered satisfies the RAM requirements.

This Technical Report has been written to define the interference limits of existing track circuits used on European railways. The purpose of this Technical Report is to provide an overview, a reference and a source of information for other specifications and specifications that are presently in preparation. As required by the CENELEC rules, it will be updated as needed and will be finally replaced by a future specification or standard. According to CENELEC rules, the existing national specifications are not required to be replaced by this Technical Report. They will remain in use as the basis for approval of vehicles in the respective countries. Where available, the national specifications are referenced in Annex A of this Technical Report.

The scope of this Technical Report is to present the different line side information used in 2006 on the ERTMS/ETCS Level 2 lines and required for the application of the ERTMS/ETCS Level 2 operational rules.

The scope of this Technical Report is to define the ERTMS DMI in STM mode for each system include in Annex B of STI CC. This Technical Report defines the ergonomics for the Specific Transmission Module integrated in the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems. The ergonomics covers the - general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy), - symbols, - audible information, and - data entry arrangements.

The purpose of this Technical Report is to serve as a guideline for the application of radio remote control system of traction vehicles for multitraction operation.
The European Standard EN 50239 is applicable for the radio remote control system of traction vehicles for freight traffic. This standard sets out 14 application examples. It does not include an example of multitraction operation; it only includes an example whereby a traction vehicle is controlled by an appropriate driving trailer in a train consist (example 13 of EN 50239). This Technical Report is based on EN 50239 and provides an indication of the additional requirements relevant for the multitraction application.

This application guide for cross-acceptance is a Technical Report about the basic standard. It is
applicable to the same systems and addresses the same audience as the standard itself. It provides
additional information on the application of EN 50129 to cross-acceptance. Therefore it deals with the acceptance by a safety authority of a previously accepted system or product in a different environment and/or context, often referred to as cross-acceptance. It is mainly dedicated to safety assessors, safety authorities, validators, and safety managers. In drafting this guide, it is assumed that the reader is familiar with the basic structure of the standard.

The scope of this Technical Report is to define a method to determine the required Safety Integrity Level of railway signalling equipment taking in consideration the operational conditions of the railway, and the architecture of the signalling system.

This European Standard applies to emission and immunity aspects of EMC for electrical and electronic apparatus intended for use on railway rolling stock. EN 50121-3-2 applies for the integration of apparatus on rolling stock. The frequency range considered is from d.c. to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified. The application of tests shall depend on the particular apparatus, its configuration, its ports, its technology and its operating conditions. This standard takes into account the internal environment of the railway rolling stock and the external environment of the railway, and interference to the apparatus from equipment such as hand-held radio transmitters. If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the emission and immunity limits in this standard at the communication frequency do not apply. This standard does not apply to transient emissions when starting or stopping the apparatus. The objective of this standard is to define limits and test methods for electromagnetic emissions and immunity test requirements in relation to conducted and radiated disturbances. These limits and tests represent essential electromagnetic compatibility requirements. Emission requirements have been selected so as to ensure that disturbances generated by the apparatus operated normally on railway rolling stock do not exceed a level which could prevent other apparatus from operating as intended. Likewise, the immunity requirements have been selected so as to ensure an adequate level of immunity for rolling stock apparatus. The levels do not however cover extreme cases which may occur with an extremely low probability of occurrence in any location. Specific requirements which deviate from this standard shall be specified. Test requirements are specified for each port considered. These specific provisions are to be used in conjunction with the general provisions in EN 50121-1.

This European Standard applies to signalling and telecommunication apparatus which is installed in the railway environment. Signalling and telecommunication apparatus mounted in vehicles is covered by EN 50121-3-2. This standard specifies limits for emission and immunity and provides performance criteria for signalling and telecommunications (S&T) apparatus which may interfere with other apparatus in the railway environment, or increase the total emissions for the railway environment beyond the limits defined in the appropriate standard and so risk causing Electro-Magnetic Interference (EMI) to apparatus outside the railway system. Apparatus which complies with the emission levels of EN 61000-6-4 will meet the emission requirements of this standard provided that emissions from any d.c. power port are within the emissions limits specified for a.c. power ports. The immunity levels of EN 61000-6-2 will also be adequate except for the special case of apparatus as defined in note 1 of Table 1. This standard provides the immunity requirements for such apparatus. The immunity levels given for the apparatus will in most cases allow the apparatus to perform as intended in the railway environment (see note). The immunity level establishes a common reference for evaluating the performance of the apparatus when subject to interference resulting from direct exposure of the apparatus and associated cables to a radio frequency field, or by coupling of the interference from a remote source. If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators. e.g. transponder systems), then the emission and immunity limits in this standard at the communication frequency do not apply. The standard does not specify basic personal safety requirements for apparatus such as protection against electric shock, unsafe operation, insulation co-ordination and related dielectric tests. The requirements were developed for and are applicable to this set of apparatus when operating under normal conditions. Fault conditions of the apparatus have not been taken into account. The requirements and test methods also apply to telecommunications and signalling data and power The requirements and test methods also apply to telecommunications and signalling data and power lines connected to the equipment under test (EUT). The frequency range considered is from d.c. to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified. For products in the scope of EN 61000-3-2 or EN 61000-3-3, the requirements of those standards apply. Testing methods are given in the basic standards listed in Clause 2, Normative references. These specific provisions are to be used in conjunction with the general provisions in EN 50121-1.

This European Standard specifies the emission and immunity requirements for all types of rolling stock. It covers traction stock and trainsets including urban vehicles for use in city streets. The frequency range considered is from d.c. to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified. The scope of this part of the standard ends at the interface of the rolling stock with its respective energy inputs and outputs. In the case of locomotives, trainsets, trams etc., this is the current collector (pantograph, shoe gear). In the case of hauled stock, this is the a.c. or d.c. auxiliary power connector. However, since the current collector is part of the traction stock, it is not entirely possible to exclude the effects of this interface with the power supply line. The slow moving test has been designed to minimise these effects. Basically, all apparatus to be integrated into a vehicle shall meet the requirements of Part 3-2 of this standard. In exceptional cases, where apparatus meets another EMC Standard, but full compliance with Part 3-2 is not demonstrated, EMC shall be assured by adequate integration measures of the apparatus into the vehicle system and/or by an appropriate EMC analysis and test which justifies deviating from Part 3-2. The electromagnetic interference concerning the railway system as a whole is dealt with in EN 50121-2. These specific provisions are to be used in conjunction with the general provisions in EN 50121-1.

This Part 1 of the European standards series EN 50121 outlines the structure and the content of the whole set. This part alone is not sufficient to give presumption of conformity to the essential requirements of the EMC-Directive and must be used in conjunction with other parts of this standard. Annex A describes the characteristics of the railway system which affect electromagnetic compatibility (EMC) behaviour. Phenomena excluded from the set are Nuclear EM pulse, abnormal operating conditions and the induction effects of direct lightning strike. Emission limits at the railway boundary do not apply to intentional transmitters within the railway boundaries. Safety considerations are not covered by this set of standards. The biological effects of non-ionising radiation as well as apparatus for medical assistance, such as pacemakers, are not considered here.

This European Standard sets the emission limits from the whole railway system including urban vehicles for use in city streets. It describes the measurement method to verify the emissions, and gives the cartography values of the fields most frequently encountered. The limits refer to the particular measuring points defined in Clause 5 and Annex A. These emissions should be assumed to exist at all points in the vertical planes which are 10 m from the centre lines of the outer electrified railway tracks, or 10 m from the fence of the substations. Also, the zones above and below the railway may be affected by electromagnetic emissions and particular cases shall be considered individually. These specific provisions are to be used in conjunction with the general provisions in EN 50121-1. This part of the standard covers EMC for fixed installations and therefore is not relevant for CE marking.

The present document identifies the 3GPP Technical Specifications which contain provisions relating to the use of GSM for application on railway networks. The present document is applicable to GSM communication systems embraced by the European Council Directives 96/48/EC [1] and 2001/16/EC [2] on the interoperability of the trans-European high-speed and conventional rail system.

This Technical Specification describes from an ergonomic point of view how ERTMS information shall be arranged and displayed. This Technical Specification describes more ergonomic details than currently provided by the ERTMS/ETCS/GSM-R specifications. This Technical Specification defines the ergonomics for the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems, and for the stand alone ERTMS/GSM-R Train Radio Systems and for other technical systems currently provided on the engines. The ergonomics covers the - general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy), - symbols, - audible information, - data entry arrangements. The aims of the ERTMS/ETCS/GSM-R Train Control and Train Radio Systems are standardised systems facilitating interoperable movement of trains and permitting economies of scale in procurement and operations. The objective of this Technical Specification is to define the minimum requirements on the DMI that are necessary to enable these objectives to be achieved. Hence the Technical Specification is limited to ergonomic considerations and does not define the technology to be used for the implementation. The reasons for defining the ergonomics of the DMI are as follows: - achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the large number of STM's requiring the use the ERTMS/ETCS DMI, only a harmonised approach is feasible; - defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS specifications; - to reduce the risk of incorrect operation by a driver working with different trains fitted with ERTMS/ETCS and ERTMS/GSM-R; .facilitating train operation with a unified ergonomics, hence reducing the cost of driver training. This Technical Specification is applicable on all trains fitted with the ERTMS/ETCS and also for trains fitted with train radio (GSM-R) DMI. The scope of Part 4 of the Technical Specification CLC/TS 50459 series is to define data entry principles for the interface between the driver and ERTMS/ETCS/GSM-R. This specification gives guidelines how to implement different technology (soft keys, touch screen device, LCD, cathode tube, etc.)

This Technical Specification describes from an ergonomic point of view how ERTMS information shall be arranged and displayed. This Technical Specification describes more ergonomic details than currently provided by the ERTMS/ETCS/GSM-R specifications. This Technical Specification defines the ergonomics for the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems, and for the stand alone ERTMS/GSM-R Train Radio Systems and for other technical systems currently provided on the engines. The ergonomics covers - the general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy), - the symbols, - the audible information, - the data entry arrangements. The aims of the ERTMS/ETCS/GSM-R Train Control and Train Radio Systems are standardised systems facilitating interoperable movement of trains and permitting economies of scale in procurement and operations. The objective of this Technical Specification is to define the minimum requirements on the DMI that are necessary to enable these objectives to be achieved. Hence the Technical Specification is limited to ergonomic considerations and does not define the technology to be used for the implementation. The reasons for defining the ergonomics of the DMI are as follows: - achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the large number of STM's requiring the use the ERTMS/ETCS DMI, only a harmonised approach is feasible; - defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS specifications; - to reduce the risk of incorrect operation by a driver working with different trains fitted with ERTMS/ETCS and ERTMS/GSM-R; - facilitating train operation with a unified ergonomics, hence reducing the cost of driver training. This Technical Specification is applicable on all trains fitted with the ERTMS/ETCS and also for trains fitted with train radio (GSM-R) DMI. The scope of this Part 6 of the Technical Specification is to define the audible information used with the ERTMS/ETCS DMI and with the ERTMS/GSM-R DMI. The operational procedures for the GSM-R radio are out of scope of this document.

This Technical Specification describes from an ergonomic point of view how ERTMS information shall be arranged and displayed. This Technical Specification describes more ergonomic details than currently provided by the ERTMS/ETCS/GSM-R specifications. This Technical Specification defines the ergonomics for the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems, and for the stand alone ERTMS/GSM-R Train Radio Systems and for other technical systems currently provided on the engines. The ergonomics covers the: .general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy); .symbols; .audible information; .data entry arrangements. The aims of the ERTMS/ETCS/GSM-R Train Control and Train Radio Systems are standardised systems facilitating interoperable movement of trains and permitting economies of scale in procurement and operations. The objective of this Technical Specification is to define the minimum requirements on the DMI that are necessary to enable these objectives to be achieved. Hence the Technical Specification is limited to ergonomic considerations and does not define the technology to be used for the implementation. The reasons for defining the ergonomics of the DMI are as follows: .achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the large number of STM's requiring the use the ERTMS/ETCS DMI, only a harmonised approach is feasible. .defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS specifications. .to reduce the risk of incorrect operation by a driver working with different trains fitted with ERTMS/ETCS and ERTMS/GSM-R. .facilitating train operation with a unified ergonomics, hence reducing the cost of driver training. This Technical Specification is applicable on all trains fitted with the ERTMS/ETCS and also for trains fitted with train radio (GSM-R) DMI. The scope of this part of the Technical Specification (Part 5) is to define the symbols used with the ERTMS/ETCS and the ERTMS/GSM-R DMI. The actual use of the symbols is depending on the availability of the function addressing the symbol.

D124/135: BTTF 114-1 disbanded - work referred to TC 9X

Endorsement in the form of an EN of the ETSI TSs corresponding the the GSM / 3GPP specs modified as a result of the CRs arising from the work within the ToR of STF139. Specs to be endorsed: 23.008, 23.018, 23.067, 23.087, 23.094, 24.008, 24.080, 24.087, 29.002, 01.04, 02.68, 22.004, 22.030, 22.087, 22.094, 23.060, 32.005, 27.007, 02.69, 03.64, 04.18, 04.60, 08.08, 03.20, 03.68, 03.69, 04.64, 04.68, 04.69, 08.58, 11.10-1, 11.10-3, 11.11.

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This European Standard specifies the environmental conditions encountered within Europe. It can also be applied elsewhere by agreement between the supplier and the customer. The scope of this European Standard covers the design and the use of equipment and any portable equipment for signalling and telecommunications systems (including test, measure, monitoring equipment, etc.). The portable equipment must comply with the sections of this European Standard relevant to their use. This European Standard does not specify the test requirements for equipment. In particular the standard intends to define – interface conditions between the equipment and its environment, – parameters to be used by designers when calculating R.A.M.S. and life time with respect to environmental condition effects. In this respect it gives general guidance in order to allow consistent assessments of contract documentation for European projects. The defined environmental conditions are considered as normal in service. Microclimates surrounding components may need special requirements to be defined by the product standard. The effects of any signalling and telecommunications equipment (in either or failure mode of operation) on the overall signalling system safety are not within the scope of this European Standard. This European Standard does not provide the designer with information to enable him to determine the safety risk associated with environmental conditions. The safety of persons in the vicinity of (or working on) the signalling and telecommunications equipment is also out of the scope of this European Standard. The effects of vandalism on the equipment are not considered in this European Standard. This European Standard applies to all signalling and telecommunications systems except those used for cranes, mining vehicles and cable cars. It does not define the specifications for train-borne signalling and telecommunications systems. The train-borne signalling and telecommunications systems must comply with rolling stock environmental conditions specifications (EN 50125-1).

The scope of this European Standard is to describe a procedure for mutual acceptance of rolling stock to run over specific routes. It describes the methods of measurement of interference currents, the methods of measurement of the susceptibility of train detection systems, the characterisation of traction power supplies and the procedure for acceptance. The result of the acceptance procedure is a structured justification document referred to as a “compatibility case”, which documents the evidence that the conditions for compatibility have been satisfied. This European Standard is not generally applicable to those combinations of rolling stock, traction power supply and train detection system which were accepted as compatible prior to the issue of this European Standard. However, as far as is reasonably practicable, this European Standard may be applied to modifications of rolling stock, traction power supply or train detection systems which may affect compatibility. The scope of the compatibility case is restricted to the demonstration of compatibility of rolling stock with a train detection system’s characterisation (e.g. gabarit). Radio based signalling systems are not within the scope of this European Standard.

Supersedes ENV 50129:1998

The whole document deals with insulation coordination in railways. It applies to equipment for use in signalling, rolling stock and fixed installations up to 2000 m above sea level. Insulation coordination is concerned with the selection, dimensioning and correlation of insulation both within and between items of equipment. In dimensioning insulation, electrical stresses and environmental conditions are taken into account. For the same conditions and stresses these dimensions are the same. OneAn objective of insulation coordination is to avoid unnecessary overdimensioning of insulation. This standard specifies:  requirements for clearances and creepage distances for equipment;  general requirements for tests pertaining to insulation coordination. The term equipment relates to a section as defined in 1.3.1.3: it may apply to a system, a sub-system, an apparatus, a part of an apparatus, or a physical realisation of an equipotential line. This standard does not deal with :  distances through solid or liquid insulation;  distances through gases other than air;  distances through air not at atmospheric pressure;  equipment used under extreme conditions. Product standards have to align with this generic standard. However, they may require, with justification, different requirements due to safety and/or reliability reasons, e.g. for signalling, and/or particular operating conditions of the equipment itself, e. g. overhead lines which have to comply to EN 50119. This standard also gives provisions for dielectric tests (type tests or routine tests) on equipment (see annex B). NOTE For safety critical systems, specific requirements are needed. These requirements will be resolved in the product specific signalling standard EN 50129 (in preparation).

This European Standard applies to:  Fixed installations (downstream the secondary of the substation transformer) and rolling stock equipment linked to the contact line of one of the systems defined in EN 50163;  Rolling stock equipment linked to a train line. This standard gives simulation and/or test requirements for protection against transient overvoltages of such equipment. Long-term overvoltages are not treated in this document.

AVI for railways This EN, together with ETS 300 683, is intended to become a harmonised standard, the reference of which is intended to be cited in the Official Journal of the European Communities referencing the EMC Directive. Co-ordination with ERC according to MoU needed (az 2/95).

Specifies the characteristics of operational and technical requirements for the overall system design as well as safety acceptance and approval, maintenance, modifications and extensions of the radio remote control system for the use in railway network in relationship with other European Standards. This standard applies only for the use of radio remote control systems for freight traffic.

This Technical Report provides guidance on specific issues, listed under 1.3 below, for applying the safety process requirements in EN 50126-1 to a railway system and for dealing with the safety activities during the different system life cycle phases. The guidance is applicable to all systems covered within the scope of EN 50126-1. It assumes that the users of the report are familiar with safety matters but need guidance on the application of EN 50126-1 for safety issues that are not or could not be addressed in the standard in detail.

This European Standard: defines RAMS in terms of reliability, availability, maintainability and safety and their interaction; defines a process, based on the system lifecycle and tasks within it, for managing RAMS; enables conflicts between RAMS elements to be controlled and managed effectively; defines a systematic process for specifying requirements for RAMS and demonstrating that these requirements are achieved; addresses railway specifics; does not define RAMS targets, quantities, requirements or solutions for specific railway applications; does not specify requirements for ensuring system security; does not define rules or processes pertaining to the certification of railway products against the requirements of this standard; does not define an approval process by the safety regulatory authority. This European Standard is applicable: to the specification and demonstration of RAMS for all railway applications and at all levels of such an application, as appropriate, from complete railway routes to major systems within a railway route, and to individual and combined sub-systems and components within these major systems, including those containing software; in particular: to new systems; to new systems integrated into existing systems in operation prior to the creation of this standard, although it is not generally applicable to other aspects of the existing system; to modifications of existing systems in operation prior to the creation of this standard, although it is not generally applicable to other aspects of the existing system at all relevant phases of the lifecycle of an application; for use by Railway Authorities and the railway support industry. NOTE: Guidance on the applicability is given in the requirements of this standard

This Technical Specification describes from an ergonomic point of view how ERTMS information shall be arranged and displayed. This Technical Specification describes more ergonomic details than currently provided by the ERTMS/ETCS/GSM-R specifications. This Technical Specification defines the ergonomics for the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems, and for the stand alone ERTMS/GSM-R Train Radio Systems and for other technical systems currently provided on the rolling stock. The ergonomics covers the - general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy), - symbols, - audible information, - data entry arrangements. The aims of the ERTMS/ETCS/GSM-R Train Control and Train Radio Systems are standardised systems facilitating interoperable movement of trains and permitting economies of scale in procurement and operations. The objective of this Technical Specification is to define the minimum requirements on the DMI that are necessary to enable these objectives to be achieved. Hence the Technical Specification is limited to ergonomic considerations and does not define the technology to be used for the implementation. The reasons for defining the ergonomics of the DMI are as follows: - achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the large number of STM's requiring the use the ERTMS/ETCS DMI, only a harmonised approach is feasible; - defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS specifications; .to reduce the risk of incorrect operation by a driver working with different trains fitted with ERTMS/ETCS and ERTMS/GSM-R; - facilitating train operation with a unified ergonomics, hence reducing the cost of driver training. This Technical Specification is applicable on all trains fitted with the ERTMS/ETCS and also for trains fitted with train radio (GSM-R) DMI. The scope of Part 1 of the Technical Specification CLC/TS 50459 series is to define ergonomic principles for the interface between the driver and ERTMS/ETCS/GSM-R. This specification gives guidelines how to implement different technology (soft keys, touch screen device, LCD, cathode tube, etc.)

This European Standard applies to emission and immunity aspects of EMC for electrical and electronic apparatus and systems intended for use in railway fixed installations associated with power supply. This includes the power feed to the apparatus, the apparatus itself with its protective control circuits, trackside items such as switching stations, power autotransformers, booster transformers, substation power switchgear and power switchgear to other longitudinal and local supplies. Filters operating at railway system voltage (for example, for harmonic suppression or power factor correction) are not included in this standard since each site has special requirements. Filters would normally have separate enclosures with separate rules for access. If electromagnetic limits are required, these will appear in the specification for the equipment. The limits in this standard do not apply to intentional communication signals. The frequency range considered is from d.c. to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified. Emission and immunity limits are given for items of apparatus which are situated: a) within the boundary of a substation which delivers electric power to a railway; b) beside the track for the purpose of controlling or regulating the railway power supply, including power factor correction and filtering; c) along the track for the purpose of supplying electrical power to the railway other than by means of the conductors used for contact current collection, and associated return conductors. Included are high voltage feeder systems within the boundary of the railway which supply substations at which the voltage is reduced to the railway system voltage. d) beside the track for controlling or regulating electric power supplies to ancillary railway uses. This category includes power supplies to marshalling yards, maintenance depots and stations; e) various other non-traction power supplies from railway sources which are shared with railway traction. Apparatus and systems which are in an environment which can be described as residential, commercial or light industry, even when placed within the physical boundary of the railway substation, shall comply with the relevant generic European EMC standard. Excluded from the immunity requirements of this standard is power supply apparatus which is intrinsically immune to the tests defined in Tables 1 to 6 of this standard. These specific provisions are to be used in conjunction with the general provisions in EN 50121-1. This part of the standard covers requirements for both apparatus and fixed installations. The sections for fixed installations are not relevant for CE marking.

This European Standard offers a set of rules that are applied in the design and manufacture of electrical installations and equipment to be used on rolling stock so as to protect the persons from electric shocks. The methods used to satisfy the rules may differ, in accordance with the procedures and practices of the operating organization. This European Standard is applicable to vehicles of rail transport systems, road vehicles powered by an external supply (e.g. trolley buses), magnetic levitated vehicles and to the electrical equipment installed in these vehicles. This European Standard does not apply to  mine railways in underground mines,  crane installations, moving platforms and similar transport systems on rails,  funicular railways,  temporary constructions. Testing of vehicles against the requirements of this European Standard is not included. For this, refer to EN 50215.

This part of IEC 62290 provides an introduction to the standard and deals with the main concepts, the system definition, the principles and the main functions of UGTMS (Urban Guided Transport Management and Command/Control Systems).

This Technical Report defines, in accordance with the ERTMS/ETCS requirements: a) for each DMI function to be exchanged to and from the driver, including ETCS, STM: performances needed; degraded modes recovering; b) DMI Safety targets; c) communication system requirements: real-time capability; performances (bandwidth, etc.); expansion capability; RAMS; applicable standards; degraded modes; degraded modes management; interface with other systems; LCC requirements. Each item in the list above corresponds to one chapter of the present document.

High speed TSI compliant trains are in certain cases fitted with on-board overheating axle bearing monitoring systems. In other cases they have to be monitored by trackside hot axle box detectors. Conventional TSI compliant trains are monitored by trackside hot axle box monitoring systems to detect abnormal axle bearing temperatures.
To ensure the compatibility of systems and the effective axle box condition monitoring of trains, this document specifies the requirements for:
a)   control command;
b)   operational and
c)   vehicle.
And the parameters for:
d)   the area of an axle box to be viewed by the trackside hot axle box detectors;
e)   the type of alarms;
f)   the minimum actions to be taken in the event of an alarm;
g)   the essential equipment functions;
h)   the limit temperature ranges for the alarms;
i)   the minimum performance requirements such as accuracy of temperature measurement, periodicity of measurement, etc.;
j)   the general vehicle requirements to ensure that, apart from the defined axle box area, no other part of a vehicle falsely activates the trackside HABD;
k)   the general considerations for the location of trackside HABD along a route;
l)   the minimum maintenance requirements for the trackside HABD such as a maintenance plan.

This Technical Specification describes from an ergonomic point of view how ERTMS information shall be arranged and displayed. This Technical Specification describes more ergonomic details than currently provided by the ERTMS/ETCS/GSM-R specifications. This Technical Specification defines the ergonomics for the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems, and for the stand alone ERTMS/GSM-R Train Radio Systems and for other technical systems currently provided on the engines. The ergonomics covers the - general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy), - symbols, - audible information, - data entry arrangements. The aims of the ERTMS/ETCS/GSM-R Train Control and Train Radio Systems are standardised systems facilitating interoperable movement of trains and permitting economies of scale in procurement and operations. The objective of this Technical Specification is to define the minimum requirements on the DMI that are necessary to enable these objectives to be achieved. Hence the Technical Specification is limited to ergonomic considerations and does not define the technology to be used for the implementation. The reasons for defining the ergonomics of the DMI are as follows: - achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the large number of STM's requiring the use the ERTMS/ETCS DMI, only a harmonised approach is feasible; - defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS specifications; - to reduce the risk of incorrect operation by a driver working with different trains fitted with ERTMS/ETCS and ERTMS/GSM-R; - facilitating train operation with a unified ergonomics, hence reducing the cost of driver training. This Technical Specification is applicable on all trains fitted with the ERTMS/ETCS and also for trains fitted with train radio (GSM-R) DMI. The scope of Part 3 of the Technical Specification CLC/TS 50459 series is to define ergonomic arrangements of ERTMS/GSM-R information only.

This Technical Specification describes from an ergonomic point of view how ERTMS information shall be arranged and displayed. This Technical Specification describes more ergonomic details than currently provided by the ERTMS/ETCS/GSM-R specifications. This Technical Specification defines the ergonomics for the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems, and for the stand alone ERTMS/GSM-R Train Radio Systems and for other technical systems currently provided on the engines. The ergonomics covers the - general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy), - symbols, - audible information, - data entry arrangements. The aims of the ERTMS/ETCS/GSM-R Train Control and Train Radio Systems are standardised systems facilitating interoperable movement of trains and permitting economies of scale in procurement and operations. The objective of this Technical Specification is to define the minimum requirements on the DMI that are necessary to enable these objectives to be achieved. Hence the Technical Specification is limited to ergonomic considerations and does not define the technology to be used for the implementation. The reasons for defining the ergonomics of the DMI are as follows: - achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the large number of STM's requiring the use the ERTMS/ETCS DMI, only a harmonised approach is feasible; - defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS specifications; - to reduce the risk of incorrect operation by a driver working with different trains fitted with ERTMS/ETCS and ERTMS/GSM-R; - facilitating train operation with a unified ergonomics, hence reducing the cost of driver training. This Technical Specification is applicable on all trains fitted with the ERTMS/ETCS and also for trains fitted with train radio (GSM-R) DMI. The scope of Part 2 of the Technical Specification CLC/TS 50459 series is to define ergonomic arrangements of ERTMS/ETCS information. This specification gives guidelines how to implement different technology (soft keys, touch screen device, LCD, cathode tube, etc.)

This standard specifies requirements for the protective provisions relating to electrical safety in fixed installations associated with a.c.-and d.c.-traction systems and to any installations that may be endangered by the traction power supply system It also applies to all fixed installations that are necessary to ensure electrical safety during maintenance work within electric traction systems Note: other provisions may be required to protect work sites for maintenance purposes which are not included in this standard This standard applies to all new lines and to all major revisions to existing lines for electric traction systems described in the standard

1.1 This European Standard specifies procedures and technical requirements for the development of programmable electronic systems for use in railway control and protection applications. It is aimed at use in any area where there are safety implications. These may range from the very critical, such as safety signalling to the non-critical, such as management information systems. These systems may be implemented using dedicated microprocessors, programmable logic controllers, multiprocessor distributed systems, larger scale central processor systems or other architectures. 1.2 This European Standard is applicable exclusively to software and the interaction between software and the system of which it is part. 1.3 Software safety integrity levels above zero are for use in systems in which the consequences of failure could include loss of life. Economic or environmental considerations, however, may also justify the use of higher software safety integrity levels. 1.4 This European Standard applies to all software used in development and implementation of railway control and protection systems including: application programming; operating systems; support tools; firmware. Application programming comprises high level programming, low level programming and special purpose programming (for example: Programmable Logic Controller ladder logic). 1.5 The use of standard, commercially available software and tools is also addressed in this European Standard. 1.6 This European Standard also addresses the requirements for systems configured by application data. 1.7 This European Standard is not intended to address commercial issues. These should be addressed as an essential part of any contractual agreement. All the clauses of this European Standard will need careful consideration in any commercial situation. 1.8 This European Standard is not intended to be retrospective. It therefore applies primarily to new developments and only applies in its entirety to existing systems if these are subjected to major modifications. For minor changes, only clause 16 applies.

Technically equivalent to IEC 62280-2:2002 (Boomerang case) * D115/201: Not to be renumbered as EN 62280-2

Technically equivalent to IEC 62280-1:2002 (Boomerang case) * D115/201: Not to be renumbered as EN 62280-1