96/48/EC - Interoperability of the trans-European high-speed rail system
Council Directive 96/48/EC establishes conditions to achieve interoperability of the trans-European high-speed rail system, aiming for the safe, continuous movement of high-speed trains across all member states. It defines the system's subsystems, essential requirements, and interoperability constituents, outlining the necessity for harmonized technical specifications (TSIs) covering infrastructure, rolling stock, energy, control and command, and signaling. TSIs are drafted by a joint body representing infrastructure managers, railway companies, and industry, ensuring technical compatibility while considering cost-effectiveness and technological advancement. Member States may request derogations in certain cases for projects underway before TSIs publication. The directive mandates conformity assessments for components and subsystem verification procedures, fostering equal treatment across the Community. It promotes cooperation with European standardization bodies (CEN, CENELEC, ETSI) to develop harmonized standards compatible with international norms. Emphasizing the Community-wide nature of interoperability, the directive supports an integrated, competitive European high-speed rail market, balancing technical harmonization with national regulations on safety, environment, and regional planning.
Purpose
Council Directive 96/48/EC, adopted on 23 July 1996, aims to establish the conditions necessary to achieve interoperability of the trans-European high-speed rail system across the European Community. The directive seeks to enable the safe and uninterrupted movement of high-speed trains throughout the Community by harmonizing technical, operational, and regulatory conditions. It addresses infrastructure, rolling stock, and their interfaces to ensure compatibility and high performance while maintaining safety, quality of service, and cost-effectiveness. This harmonization supports the creation of a competitive European market for the rail sector, facilitates cross-border rail traffic, and improves access to national high-speed train networks.
Key obligations
Interoperability Requirements: All subsystems of the high-speed rail network-and their interoperability constituents-must comply with essential requirements covering safety, reliability, and performance. These requirements are detailed in Annex III of the directive.
Technical Specifications for Interoperability (TSIs): TSIs must be developed for each subsystem to specify essential requirements, basic parameters, interoperability constituents, interfaces, conformity assessment, and verification procedures. TSIs ensure compatibility between subsystems such as infrastructure, energy, signalling, control-command, and rolling stock.
Conformity and Verification Procedures: Subsystems must maintain permanent conformity with TSIs throughout their use. Notified bodies assess the conformity or suitability for use of interoperability components and validate the EC verification of subsystems.
Derogations: Member States may, under certain justified conditions (such as advanced stage projects or specific technical constraints), derogate from particular TSIs. They must notify the Commission in advance and provide justifications including technical, administrative, or economic reasons.
Standardization and Cooperation: The directive promotes the use of European specifications and harmonized standards developed by recognized European standardization bodies (CEN, CENELEC, ETSI). Cooperation with international standardization organizations is encouraged to align Community policy with global trade practices.
Joint Representative Body: A body consisting of representatives from infrastructure managers, railway companies, and industry is responsible for drafting, reviewing, and updating TSIs. This process includes cost-benefit assessments and consultation of the Commission's committee.
Preservation of Existing Networks: The directive respects existing national rail networks' integrity by ensuring the interoperability provisions do not impose unjustified costs or barriers, allowing Member States to also operate other types of trains on new or upgraded infrastructures.
Affected products and actors
Subsystems: The directive applies to all subsystems of the trans-European high-speed rail system, including infrastructure, energy supply, control-command and signalling, rolling stock, environment, operation, and user-focused subsystems.
Interoperability Constituents: These are components, either physical or software-based, that are incorporated into subsystems and directly or indirectly affect system interoperability.
Infrastructure Managers: Responsible for infrastructure compliance and coordination with railway companies, they participate in drafting TSIs and ensuring conformity.
Railway Companies: Operators of high-speed trains must comply with interoperability requirements to ensure compatibility with infrastructure and other subsystems.
Manufacturers: Producers of rolling stock and interoperability constituents must meet harmonized technical specifications and conform to conformity assessment procedures. Manufacturer declarations of conformity are accepted in lieu of CE marking for constituents under this directive.
Notified Bodies: Independent entities designated to assess conformity and verify subsystems according to prescribed procedures.
Community Institutions: The European Commission oversees the development, adoption, and implementation of TSIs and monitors derogations and compliance across Member States.
Implementation timeline
The directive applies to projects and rail components put into service after the directive's entry into force.
TSIs are developed, adopted, and periodically reviewed by the joint representative body and the Commission following established community procedures, ensuring timely updates to reflect technological and social advances.
Derogations concerning projects at advanced stages during TSI publication shall be notified immediately to the Commission.
Member States and stakeholders must progressively align projects, infrastructure, rolling stock, and operational aspects with the directive's interoperability requirements to realize a fully interoperable trans-European high-speed rail system.
This directive forms a foundational legal framework to integrate national high-speed rail systems into a cohesive, interoperable European network, promoting cross-border mobility and competitive railway industries.
Directive 96/48/EC applies to the trans-European high-speed rail system, encompassing railway infrastructure (including lines and fixed installations) constructed or upgraded for high-speed travel, and the rolling stock designed to operate on such infrastructure. Its scope covers the design, construction, upgrading, and operation of these infrastructures and rolling stock intended to be put into service after the Directive’s entry into force. The Directive targets interoperability, meaning the safe and uninterrupted movement of high-speed trains across Member States. It establishes essential requirements, technical specifications for interoperability (TSIs), and conformity assessment procedures for subsystems and interoperability constituents within the high-speed rail system. The Directive aims to harmonize national regulations and technical standards to ensure compatibility and seamless operation across the EU, facilitating open competition and enhancing the European railway industry's efficiency and market access. It excludes activities outside the trans-European high-speed rail system or projects not related to the interoperability of that system.
Die Richtlinie 96/48/EG zielt darauf ab, die Interoperabilität des transeuropäischen Hochgeschwindigkeitsbahnsystems sicherzustellen, um einen durchgehenden, sicheren und effizienten Hochgeschwindigkeitszugverkehr innerhalb der EU zu ermöglichen. Dazu werden grundlegende Anforderungen definiert, die sowohl die Planung, den Bau und Betrieb der Infrastruktur als auch die eingesetzten Fahrzeuge betreffen. Das System wird in verschiedene Teilsysteme untergliedert, für die technische Spezifikationen für die Interoperabilität (TSI) erarbeitet werden, um die Kompatibilität und Kohärenz im Gesamtsystem zu gewährleisten. Diese Spezifikationen regeln auch die Bewertung der Konformität von Komponenten und Teilsystemen, um die Einhaltung gemeinschaftlicher Standards sicherzustellen. Die Richtlinie fördert die Harmonisierung technischer Normen, erleichtert den Marktzugang für Eisenbahnunternehmen und stärkt die Wettbewerbsfähigkeit der Eisenbahnindustrie in Europa. Zudem berücksichtigt sie Umweltschutz, Sicherheit und Verbraucherschutz und sieht Maßnahmen vor, um Abweichungen in bestimmten Fällen zu ermöglichen. Das Verfahren zur Festlegung und Überarbeitung der TSI erfolgt unter Einbeziehung aller relevanten Akteure wie Infrastrukturbetreiber, Eisenbahnunternehmen und Industrie.
Zweck
Die Richtlinie 96/48/EG des Rates dient der Sicherstellung der Interoperabilität des transeuropäischen Hochgeschwindigkeitsbahnsystems. Ziel ist es, einen grenzüberschreitenden, einheitlichen und sicheren Hochgeschwindigkeitszugverkehr im Gebiet der Europäischen Gemeinschaft zu ermöglichen. Durch die Harmonisierung technischer Normen und die Festlegung gemeinsamer Anforderungen für Infrastruktur, Energie, Zugsteuerung, Signalgebung und Fahrzeuge soll die Verknüpfung der einzelnen nationalen Hochgeschwindigkeitsbahnnetze gefördert werden. Dies soll den Eisenbahnunternehmen besseren Zugang zu den Netzen ermöglichen, Wettbewerbsfähigkeit stärken und den freien Verkehr innerhalb des Binnenmarktes sicherstellen.
Wichtige Verpflichtungen
Festlegung grundlegender Anforderungen: Die Richtlinie definiert grundlegende Anforderungen für das Hochgeschwindigkeitsbahnsystem, seine Teilsysteme und Interoperabilitätskomponenten (z. B. Bauteile und Baugruppen), die erfüllt sein müssen.
Technische Spezifikationen für die Interoperabilität (TSI): Für jeweils relevante Teilsysteme sind verbindliche TSI auszuarbeiten, die die Funktionalität und Kompatibilität gewährleisten. Sie legen Eckwerte, Schnittstellen, Prüfverfahren sowie Anforderungen an Komponenten fest.
Erstellung und Aktualisierung der TSI: Ein gemeinsames Gremium bestehend aus Vertretern von Infrastrukturbetreibern, Eisenbahnunternehmen und Industrie erarbeitet im Auftrag der Kommission die TSI und passt sie gegebenenfalls an technische Entwicklungen und gesellschaftliche Anforderungen an.
Bewertung von Konformität und Gebrauchstauglichkeit: Benannte Stellen sind zuständig für die Bewertung von Komponenten und Teilsystemen nach festgelegten Modulen und Prüfverfahren, um die Einhaltung der TSI zu gewährleisten.
Berücksichtigung von Kosten und Nutzen: Bei der Erstellung der TSI sind die voraussichtlichen Kosten und der erwartete Nutzen für alle betroffenen Akteure zu bewerten, um wirtschaftlich sinnvolle Lösungen umzusetzen.
Umwelt- und Sicherheitsbelange: Die Richtlinie sieht vor, dass bei Planung, Bau und Betrieb die Sicherheits-, Gesundheits-, Verbraucherschutz- sowie Umweltanforderungen eingehalten werden.
Möglichkeit von Ausnahmen: In besonderen Fällen können Mitgliedstaaten von bestimmten Interoperabilitätsspezifikationen abweichen, sofern diese Abweichungen gerechtfertigt sind.
Betroffene Produkte und Akteure
Infrastruktureinrichtungen: Hochgeschwindigkeits-Eisenbahnstrecken und ortsfeste Anlagen, die speziell für hohe Geschwindigkeiten gebaut oder ausgebaut werden.
Fahrzeuge: Hochgeschwindigkeitszüge, die für die Nutzung dieses Netzes konstruiert sind.
Interoperabilitätskomponenten: Bauteile, Baugruppen oder Software, die für die Funktion und die Interoperabilität des Systems direkt oder indirekt entscheidend sind.
Eisenbahnunternehmen: Betreiber, die Hochgeschwindigkeitszugsverkehr anbieten oder planen.
Infrastrukturbetreiber: Die für Planung, Bau und Instandhaltung der Schienennetze verantwortlichen Stellen.
Benannte Stellen: Autorisierte Prüf- und Zertifizierungsstellen für die Bewertung von Komponenten und Teilsystemen.
Europäische und nationale Normungsorganisationen: Institutionen wie CEN, CENELEC, ETSI, die gemeinsame technische Normen entwickeln.
Umsetzungszeitplan
Die Richtlinie legt keinen spezifischen Endtermin im Textabschnitt vor, jedoch ist aus ihrem Inhalt und dem Verfahren folgendes zu beachten:
Inkrafttreten: Die Richtlinie wurde am 23. Juli 1996 verabschiedet und richtet sich an die Mitgliedstaaten zur zeitnahen Umsetzung.
Erarbeitung der TSI: Das gemeinsame Gremium hat unmittelbar nach Inkrafttreten mit der Ausarbeitung der technischen Spezifikationen zu beginnen. Diese Spezifikationen werden nach Konsultation im Amtsblatt der Europäischen Gemeinschaften veröffentlicht.
Anwendung: Die Einhaltung der TSI ist für neu in Betrieb genommene Infrastruktur und Fahrzeuge verbindlich. Die Richtlinie sieht kontinuierliche Überarbeitung und Anpassung der Vorschriften vor, um technische Innovationen zu integrieren.
Übergangsregelungen: Mitgliedstaaten können in Einzelfällen Ausnahmen beantragen, müssen jedoch nachweisen, dass die Ausnahmen gerechtfertigt sind und die Interoperabilität nicht unverhältnismäßig beeinträchtigt wird.
Berichte und Kooperation: Das gemeinsame Gremium und die Kommission leisten regelmäßige Berichterstattung und Unterstützung bei der Koordination zur Sicherstellung der Umsetzung.
Diese Maßnahmen sollen gewährleisten, dass innerhalb weniger Jahre nach Inkrafttreten ein vollständig interoperables transeuropäisches Hochgeschwindigkeitsbahnsystem entsteht, das den verkehrspolitischen Zielen der Europäischen Union entspricht.
Die Richtlinie 96/48/EG gilt für das transeuropäische Hochgeschwindigkeitsbahnsystem, das aus den speziell gebauten oder ausgebauten Eisenbahninfrastrukturen und den dafür vorgesehenen Hochgeschwindigkeitsfahrzeugen besteht. Sie stellt Anforderungen an Planung, Bau, Ausbau, Umrüstung und Betrieb der Infrastruktur und Fahrzeuge, die nach Inkrafttreten der Richtlinie in Betrieb genommen werden. Ziel ist die Gewährleistung der Interoperabilität, also die Fähigkeit eines sicheren und durchgehenden Verkehrs von Hochgeschwindigkeitszügen im gesamten Gemeinschaftsgebiet. Die Richtlinie umfasst dabei alle Teilsysteme, die das Hochgeschwindigkeitsbahnsystem bilden, sowie die für deren Interoperabilität relevanten Komponenten. Sie richtet sich an Infrastrukturbetreiber, Eisenbahnunternehmen sowie Hersteller und Betreiber der Interoperabilitätskomponenten und soll die Harmonisierung der technischen Normen und das Funktionieren des transeuropäischen Hochgeschwindigkeitsbahnnetzes fördern. Die Richtlinie gilt ergänzend zu anderen Gemeinschaftsbestimmungen und betrifft Eisenbahnnetze, die für Hochgeschwindigkeitsverkehr ausgelegt sind.
La directive 96/48/CE vise à assurer l'interopérabilité du système ferroviaire transeuropéen à grande vitesse au sein de l'Union européenne. Elle établit des exigences essentielles relatives au projet, à la construction, à l'aménagement et à l'exploitation des infrastructures et du matériel roulant pour garantir une circulation sûre, efficace et continue des trains à grande vitesse sur l'ensemble du territoire communautaire. Le système est décomposé en sous-systèmes, pour lesquels des spécifications techniques d'interopérabilité (STI) sont définies afin d'harmoniser les règles, normes et interfaces, tout en prenant en compte les contraintes nationales et environnementales. La directive prévoit également des procédures d'évaluation de la conformité et de vérification afin d'assurer la cohérence et la sécurité du réseau. Elle favorise l'ouverture des marchés ferroviaires, le développement industriel européen et la coordination entre organismes notifiés. En outre, la directive tient compte des aspects de sécurité, de santé, de protection des consommateurs, d'aménagement du territoire et d'environnement, renforçant ainsi l'intégration et la compétitivité du secteur ferroviaire à grande vitesse en Europe.
Objet
La directive 96/48/CE du Conseil du 23 juillet 1996 a pour objet d’établir les conditions nécessaires afin de réaliser, au sein du territoire communautaire, l’interopérabilité du système ferroviaire transeuropéen à grande vitesse. Elle vise à faciliter la circulation sûre et sans rupture des trains à grande vitesse sur les réseaux nationaux harmonisés, dans un contexte de construction, d’aménagement et d’exploitation des infrastructures ainsi que du matériel roulant.
Cette initiative s’inscrit dans la volonté de créer un espace sans frontières intérieures favorisant la mobilité des citoyens, l’activité économique et l’accès aux réseaux tout en garantissant la cohérence entre les infrastructures et le matériel roulant pour assurer la sécurité, la qualité des services et la compétitivité des industries ferroviaires européennes.
Obligations clés
Interopérabilité du système : Le système ferroviaire doit permettre une circulation sans rupture des trains à grande vitesse grâce au respect de conditions réglementaires, techniques et opérationnelles communes.
Exigences essentielles : Implantation de normes communes à respecter pour les infrastructures, le matériel roulant, et les autres sous-systèmes, telles que définies à l’annexe III de la directive.
Décomposition en sous-systèmes : Le système est subdivisé en plusieurs sous-systèmes (infrastructure, énergie, contrôle-commande et signalisation, matériel roulant, environnement, usagers, exploitation) auxquels s’appliquent des spécifications techniques d’interopérabilité (STI).
Spécifications techniques d’interopérabilité (STI) : Chaque sous-système est soumis à des STI développées par un organisme commun réunissant gestionnaires d’infrastructures, entreprises ferroviaires et industrie. Ces STI :
- Définissent les domaines fonctionnels et les interfaces nécessaires.
- Fixent les paramètres fondamentaux pour la sécurité, la performance et la compatibilité.
- Déterminent les constituants d’interopérabilité à standardiser.
Procédures d’évaluation : Les constituants doivent faire l’objet d’évaluations de conformité ou d’aptitude à l’emploi selon des modules prévus (référencés dans la décision 93/465/CEE). Les sous-systèmes doivent passer une vérification « CE » assurant la conformité aux exigences.
Liberté pour dérogations : Possibilité pour les États membres d’exempter certaines spécifications techniques d’interopérabilité sous conditions strictes et justifiées.
Respect d’autres normes et directives : Les dispositions doivent s’intégrer avec d’autres régulations communautaires relatives aux marchés publics, à la protection de l’environnement (directive 85/337/CEE), et au développement des chemins de fer (directive 91/440/CEE).
Organismes notifiés : Désignation d’organismes accrédités pour réaliser les évaluations et vérifications, garantissant un traitement équitable indépendamment des pays.
Produits et acteurs concernés
Système ferroviaire transeuropéen à grande vitesse : Comprend les infrastructures (voies, installations fixes) et le matériel roulant spécifiquement conçus pour la grande vitesse.
Sous-systèmes fonctionnels et structurels : Infrastructure, énergie, contrôle-commande et signalisation, matériel roulant, ainsi que les sous-systèmes environnement, usagers et exploitation dans la mesure nécessaire.
Constituants d’interopérabilité : Composants, groupes de composants, sous-ensembles ou ensembles matériels liés à l’interopérabilité.
Gestionnaires d’infrastructure, entreprises ferroviaires et industrie ferroviaire : Parties prenantes aux travaux d’élaboration des STI, responsables de la mise en œuvre et du respect des normes.
Organismes notifiés : Chargés de l’évaluation de la conformité des constituants d’interopérabilité et de la vérification des sous-systèmes.
Calendrier de mise en œuvre
La directive s’applique aux infrastructures et matériels roulants mis en service après la date d'entrée en vigueur de la présente directive, fixée en 1996.
L’élaboration des spécifications techniques d’interopérabilité est progressive et coordonnée par l’organisme commun avec mandat de la Commission.
Les États membres doivent veiller à l’application des exigences essentielles et autoriser la mise en service des sous-systèmes sous conformité aux STI.
Une période transitoire peut être prévue permettant à certains États membres de bénéficier de dérogations justifiées.
Les procédures de vérification « CE » et d’évaluation de la conformité des constituants sont organisées selon des modules définis, et doivent être mises en œuvre de manière coordonnée entre les organismes notifiés.
Cette directive constitue une étape clé vers la création d’un réseau ferroviaire à grande vitesse véritablement intégré au sein de l’Union européenne, renforçant l’efficacité, la sécurité et la compétitivité de ce secteur stratégique.
La directive 96/48/CE s'applique au système ferroviaire transeuropéen à grande vitesse, englobant les infrastructures ferroviaires (lignes et installations fixes) construites ou adaptées pour la grande vitesse ainsi que le matériel roulant conçu pour ces infrastructures. Elle concerne le projet, la construction, l'aménagement et l'exploitation de ces infrastructures et matériels mis en service après l'entrée en vigueur de la directive. L'objectif est d'assurer l'interopérabilité, c'est-à-dire la capacité à permettre la circulation sûre et continue des trains à grande vitesse à travers les réseaux nationaux, en harmonisant les normes techniques, les exigences réglementaires et opérationnelles. La directive vise les sous-systèmes structurels et fonctionnels du système ferroviaire à grande vitesse, ainsi que les constituants d'interopérabilité, c'est-à-dire les composants matériels et immatériels essentiels à cette interopérabilité. Elle s'applique au sein du territoire communautaire et concerne notamment les gestionnaires d'infrastructures, les entreprises ferroviaires et les industries du secteur ferroviaire.
Direktiva 96/48/ES z dne 23. julija 1996 določa pogoje za dosego interoperabilnosti vseevropskega železniškega sistema za vlake za visoke hitrosti znotraj Evropske unije. Namen je zagotoviti varen, nemoten in učinkovit promet vlakov na visoke hitrosti preko več držav članic z usklajenimi tehničnimi, upravljavskimi in varnostnimi zahtevami. Sistem je razdeljen na podsisteme, za katere so določene tehnične specifikacije za interoperabilnost (TSI), ki vključujejo zahteve glede infrastrukture, energetike, nadzora, signalizacije in voznega parka. Države članice morajo skladno z direktivo izpolnjevati bistvene zahteve in uporabljati TSI, z možnostjo upravičenih odstopanj v določenih primerih. Direktiva spodbuja uporabo evropskih standardov in okrepljeno sodelovanje med pristojnimi organi za presojo skladnosti. Cilj je izboljšati povezljivost, konkurenčnost in razvoj evropskega železniškega omrežja za visoke hitrosti, ob spoštovanju okoljskih, varnostnih in gospodarskih vidikov.
Namen
Direktiva Sveta 96/48/ES z dne 23. julija 1996 določa pogoje za interoperabilnost vseevropskega železniškega sistema za visoke hitrosti. Cilj je omogočiti varen, neprekinjen in učinkovit promet vlakov visoke hitrosti preko držav članic EU s polno izrabo prednosti odprave notranjih meja. Ta interoperabilnost zajema tehnične, upravne in operativne vidike železniške infrastrukture in voznega parka, kar prispeva k bolj povezanim in konkurenčnim železniškim omrežjem.
Direktiva spoštuje bistvene zahteve glede varnosti, zdravja, varstva okolja in zaščite potrošnikov ter spodbuja združljivost in standardizacijo med državami članicami za dosego vseevropske povezljivosti.
Ključne obveznosti
Doseganje interoperabilnosti: Države članice morajo zagotoviti skladnost infrastrukture, voznega parka in drugih podsistemov sistema za visoke hitrosti z določili, ki omogočajo varen in neprekinjen promet.
Upoštevanje bistvenih zahtev: Vseevropski železniški sistemi, njihovi podsistemi in sestavni deli interoperabilnosti morajo izpolnjevati tehnične, varnostne, okoljske in operativne zahteve, opredeljene v direktivi.
Tehnične specifikacije za interoperabilnost (TSI): Vsak podsistem je zajet v TSI, ki opredeljujejo bistvene zahteve, osnovne parametre, pogoje delovanja in postopke presoje skladnosti. Ti standardi morajo biti spoštovani in vzdrževani med uporabo.
Priglašeni organi: Države članice morajo imenovati organe, ki bodo preverjali skladnost sestavnih delov in podsistemov z direktivo ter izvajali postopke ES overovitve.
Možnost odstopanj: Države članice lahko v nekaterih primerih, kot so projektno napredni novi ali nadgrajeni odseki ter infrastrukturni posebni pogoji, zaprosijo Komisijo za odstopanje od TSI, pri čemer navedejo razloge in podporno dokumentacijo.
Zagotavljanje trga za sestavne dele: Sestavni deli interoperabilnosti se smejo tržiti in uporabljati le, če omogočajo dosego interoperabilnosti in izpolnjujejo bistvene zahteve.
Sodelovanje organov za standardizacijo: Evropski organi morajo razvijati usklajene in harmonizirane evropske standarde ter sodelovati z mednarodnimi standardizacijskimi telesi.
Vplivani produkti in akterji
Železniške infrastrukture za visoke hitrosti: vključujejo nove in nadgrajene progne odseke, stabilne naprave, ter napeljave, namenjene hitremu in varnemu prometu.
Vozni park za visoke hitrosti: vlakovne garniture, opremljene in prilagojene za varno vožnjo po tehničnih in varnostnih specifikacijah.
Podsistemi: sistem je razčlenjen na več podsistemov, kot so infrastruktura, energija, nadzor in vodenje, signalizacija, obratovanje, okolje in uporabniške storitve.
Proizvajalci sestavnih delov: vključujejo proizvajalce materialov, komponent in programske opreme, ki sestavljajo ključno opremo za interoperabilne sisteme.
Prijavljeni organi: akreditirane institucije, pristojne za tehnične presoje in overjanja skladnosti z direktivo.
Države članice EU: odgovorne za implementacijo in nadzor skladnosti, kot tudi za zagotavljanje varnostnih standardov.
Skupni predstavniški organ: združuje predstavnike upravljavcev infrastrukture, železniških podjetij in industrije, ter pripravlja in vzdržuje TSI.
Časovni okvir implementacije
Direktiva je bila sprejeta 23. julija 1996 in začela veljati takoj po objavi v Uradnem listu Evropskih skupnosti. Natančni roki izvajanja in uveljavitve tehničnih specifikacij so odvisni od posameznih držav članic in njihove priprave na izpolnjevanje določenih TSI.
Države članice morajo postopoma prilagajati svojo infrastrukturo in vozne parke skladno s TSI.
Obstajajo določeni prehodni roki za implementacijo in možnost uveljavljanja začasnih odstopanj po dogovoru s Komisijo.
Kontinuirano spremljanje in revizija TSI je predvidena za prilagajanje družbenim in tehnološkim spremembam.
Prijavljeni organi morajo biti vzpostavljeni in pripravljeni na presojo skladnosti pred polno uporabo sistema ter pred vključitvijo novih podsistemov.
Direktiva tako uvaja obvezno skupno evropsko pravno podlago za dosego učinkovite interoperabilnosti železniških sistemov visoke hitrosti v EU, kar bo prispevalo k izboljšani mobilnosti, konkurenčnosti in trajnostni mobilnosti v Evropi.
Direktiva 96/48/ESz se nanaša na interoperabilnost vseevropskega železniškega sistema za visoke hitrosti. Uveljavlja se za gradbene projekte, gradnjo, vzdrževanje in obratovanje infrastrukture ter voznega parka, ki so del tega sistema. Nanaša se na železniške infrastrukture, proge posebej zgrajene ali nadgrajene za visoke hitrosti, in na vozni park, ki je zasnovan za vožnjo po teh progah. Cilj je omogočiti varen in neprekinjen promet vlakov za visoke hitrosti med državami članicami Evropske unije ter zagotoviti združljivost tehničnih, upravnih in operativnih pogojev na tem območju. Direktiva določa bistvene zahteve, tehnične specifikacije za interoperabilnost ter postopke proizvodnje, ocenjevanja in uporabe sestavnih delov ter podsistemov, ki sestavljajo sistem, in velja za celotno ozemlje Skupnosti. Priznava posebne izjeme za določene gradbene projekte in razmere, kjer lahko države članice zaradi tehničnih, upravnih ali ekonomskih razlogov delno odstopajo od teh specifikacij.
General Information
2021: CLC legacy converted by DCLab NISOSTS
- Amendment4 pagesEnglish languagee-Library read for1 day
2021: CLC legacy converted by DCLab NISOSTS
- Amendment4 pagesEnglish languagee-Library read for1 day
2021: CLC legacy converted by DCLab NISOSTS
- Amendment4 pagesEnglish languagee-Library read for1 day
2021: CLC legacy converted by DCLab NISOSTS
- Amendment4 pagesEnglish languagee-Library read for1 day
1.1 This European Standard specifies the process and technical requirements for the development of software for 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 systems can 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 This European Standard is not relevant for software that has been identified as having no impact on safety, i.e. software of which failures cannot affect any identified safety functions. 1.4 This European Standard applies to all safety related software used in 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 This European Standard also addresses the use of pre-existing software and tools. Such software may be used, if the specific requirements in 7.3.4.7 and 6.5.4.16 on pre-existing software and for tools in 6.7 are fulfilled. 1.6 Software developed according to any version of this European Standard will be considered as compliant and not subject to the requirements on pre-existing software. 1.7 This European Standard considers that modern application design often makes use of generic software that is suitable as a basis for various applications. Such generic software is then configured by data, algorithms, or both, for producing the executable software for the application. The general Clauses 1 to 6 and 9 of this European Standard apply to generic software as well as for application data or algorithms. The specific Clause 7 applies only for generic software while Clause 8 provides the specific requirements for application data or algorithms. 1.8 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. 1.9 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 9.2 applies. The assessor has to analyse the evidences provided in the software documentation to confirm whether the determination of the nature and scope of software changes is adequate. However, application of this European Standard during upgrades and maintenance of existing software is highly recommended.
- Standard127 pagesEnglish languagee-Library read for1 day
- Standard132 pagesFrench languagee-Library read for1 day
This European Standard defines requirements to be applied in the design and manufacture of electrical installations and equipment to be used on rolling stock to protect persons from electric shocks. This European Standard is applicable to rolling stock of rail transport systems, road transport systems, if they are powered by an external supply (e.g. trolley buses), magnetically levitated transport systems and to the electrical equipment installed in these systems. This European Standard does not apply to: - mine railways in mines, - crane installations, moving platforms and similar transport systems on rails, - funicular railways, temporary constructions.
- Standard29 pagesEnglish languagee-Library read for1 day
This European Standard specifies requirements for the installation of cabling on railway vehicles and within electrical enclosures on railway vehicles, including magnetic levitation trains and trolley buses. NOTE With respect to trolley buses, this European Standard applies to the whole electric traction system, including current collecting circuits, power converters and the respective control circuits. The installation of other circuits is covered by street vehicle standards for example those for combustion driven buses. This European Standard covers cabling for making electrical connections between items of electrical equipment, including cables, busbars, terminals and plug/socket devices. It does not cover special effect conductors like fibre optic cables or hollow conductors (waveguides). The material selection criteria given here are applicable to cables with copper conductors. This European Standard is not applicable to the following: – special purpose vehicles, such as track-laying machines, ballast cleaners and personnel carriers; – vehicles used for entertainment on fairgrounds; – vehicles used in mining; – electric cars; – funicular railways. As the field of cabling in rolling stock is also dealt with in the cable makers’ standard, references are made to EN 50264 series, EN 50306 series, EN 50382 series and EN 50355. This European Standard applies in conjunction with the relevant product and installation standards. Stricter requirements than those given in this European Standard may be necessary.
- Standard69 pagesEnglish languagee-Library read for1 day
IEC 61375-3-2:2012 applies to all equipment and devices implemented according to IEC 61375-3-1, i.e. it covers the procedures to be applied to such equipment and devices when the conformance should be proven. The applicability of this standard to a TCN implementation allows for individual conformance checking of the implementation itself and is a pre-requisite for further interoperability checking between different TCN implementations.
- Standard102 pagesEnglish languagee-Library read for1 day
IEC 61375-3-3:2012 specifies the data communication bus inside consists that are based on CANopen. CANopen was developed for use in, but is not limited to, industrial automation applications. These applications may include devices such as input/output modules, motion controllers, human machine interfaces, sensors, closed-loop controllers, encoders, hydraulic valves or programmable controllers. This part of IEC 61375 applies to all equipment and devices operated on a CANopen-based consist network within TCN architecture as described in IEC 61375-1.
- Standard112 pagesEnglish languagee-Library read for1 day
IEC 61375-2-2:2012 applies to all equipment and devices implemented according to IEC 61375-2-1, i.e. it covers the procedures to be applied to such equipment and devices when the conformance should be proven. The applicability of this standard to a TCN implementation allows for individual conformance checking of the implementation itself and is a pre-requisite for further interoperability checking between different TCN implementations.
- Standard105 pagesEnglish languagee-Library read for1 day
IEC 61375-1:2012 applies to the architecture of data communication systems in open trains, i.e. it covers the architecture of a communication system for the data communication between vehicles of the said open trains, the data communication within the vehicles and the data communication from train to the ground. The applicability of this part of IEC 61375 to the train network technologies allows for interoperability of individual vehicles within open trains in international traffic. The main technical change of this new edition with regard to the previous edition consists of a new structure of the complete IEC 61375 series.
- Standard54 pagesEnglish languagee-Library read for1 day
IEC 61375-2-1:2012 applies to data communication in Open Trains, i.e. it covers data communication between consists of the said open trains and data communication within the consists of the said open trains.
- Standard387 pagesEnglish languagee-Library read for1 day
IEC 61375-3-1:2012 applies where MVB is required.
- Standard132 pagesEnglish languagee-Library read for1 day
This European Standard specifies the functional requirements for output and accuracy of measurements of the dynamic interaction between pantograph and overhead contact line.
- Standard14 pagesEnglish languagee-Library read for1 day
This European Standard defines requirements to be applied in the design and manufacture of electrical installations and equipment to be used on rolling stock to protect persons from electric shocks.
This European Standard is applicable to rolling stock of rail transport systems, road transport systems, if they are powered by an external supply (e.g. trolley buses), magnetically levitated transport systems and to the electrical equipment installed in these systems.
This European Standard does not apply to:
- mine railways in mines,
- crane installations, moving platforms and similar transport systems on rails,
- funicular railways,
temporary constructions.
- Standard29 pagesEnglish languagee-Library read for1 day
This European Standard specifies requirements for the installation of cabling on railway vehicles and within electrical enclosures on railway vehicles, including magnetic levitation trains and trolley buses. NOTE With respect to trolley buses, this European Standard applies to the whole electric traction system, including current collecting circuits, power converters and the respective control circuits. The installation of other circuits is covered by street vehicle standards for example those for combustion driven buses. This European Standard covers cabling for making electrical connections between items of electrical equipment, including cables, busbars, terminals and plug/socket devices. It does not cover special effect conductors like fibre optic cables or hollow conductors (waveguides). The material selection criteria given here are applicable to cables with copper conductors. This European Standard is not applicable to the following: – special purpose vehicles, such as track-laying machines, ballast cleaners and personnel carriers; – vehicles used for entertainment on fairgrounds; – vehicles used in mining; – electric cars; – funicular railways. As the field of cabling in rolling stock is also dealt with in the cable makers’ standard, references are made to EN 50264 series, EN 50306 series, EN 50382 series and EN 50355. This European Standard applies in conjunction with the relevant product and installation standards. Stricter requirements than those given in this European Standard may be necessary.
- Standard69 pagesEnglish languagee-Library read for1 day
This European Standard is concerned with the functions associated with general railway vehicles or their assemblies. It covers functionality associated with systems and equipment such as wheelsets and bogies, doors, brakes and traction.
This standard may also be applied to railway vehicles with very specific functions like track machines and snow ploughs. However, while the functions that are common with general railway vehicles are included, the functions which are specific to their work processes are not included in this standard. They will be added for these individual projects.
- Standard102 pagesEnglish languagee-Library read for1 day
This European Standard is applicable to safety-related electronic systems using for digital communication purposes a transmission system which was not necessarily designed for safety-related applications and which is – under the control of the designer and fixed during the lifetime, or – partly unknown or not fixed, however unauthorised access can be excluded, or – not under the control of the designer, and also unauthorised access has to be considered. Both safety-related equipment and non safety-related equipment can be connected to the transmission system. This standard gives the basic requirements needed to achieve safety-related communication between safety-related equipment connected to the transmission system. This European Standard is applicable to the safety requirement specification of the safety-related equipment connected to the transmission system, in order to obtain the allocated safety integrity requirements. Safety requirements are generally implemented in the safety-related equipment, designed according to EN 50129. In certain cases these requirements may be implemented in other equipment of the transmission system, as long as there is control by safety measures to meet the allocated safety integrity requirements. The safety requirement specification is a precondition of the safety case of a safety-related electronic system for which the required evidence is defined in EN 50129. Evidence of safety management and quality management has to be taken from EN 50129. The communication-related requirements for evidence of functional and technical safety are the subject of this standard. This European Standard is not applicable to existing systems, which had already been accepted prior to the release of this standard. This European Standard does not specify – the transmission system, – equipment connected to the transmission system, – solutions (e.g. for interoperability), – which kind of data are safety-related and which are not. A safety-related equipment connected through an open transmission system can be subjected to many different IT security threats, against which an overall program has to be defined, encompassing management, technical and operational aspects. In this European Standard however, as far as IT security is concerned, only intentional attacks by means of messages to safety-related applications are considered. This European Standard does not cover general IT security issues and in particular it does not cover IT security issues concerning – ensuring confidentiality of safety-related information, – preventing overloading of the transmission system.
- Standard64 pagesEnglish languagee-Library read for1 day
- Standard64 pagesFrench languagee-Library read for1 day
This European Standard defines the general assembly characteristics which are to be applied to pantographs, to enable current collection from the overhead line equipment. It also defines the tests the pantographs have to perform, excluding insulators. This European Standard does not apply to pantograph dielectric tests, which are to be performed on the pantograph installed on the vehicle roof. If no other requirement is agreed between customer and supplier, insulation coordination according to EN 50124 1 may be used. This European Standard does not apply to pantographs used on main line vehicles: these pantographs are considered in EN 50206 1. This European Standard relates to conventional suspended overhead line equipment and accessories. The systems (or part of them) which are rigidly suspended will require special consideration between the customer and the supplier.
- Standard23 pagesEnglish languagee-Library read for1 day
This European Standard specifies the main characteristics of the supply voltages of traction systems, such as traction fixed installations, including auxiliary devices fed by the contact line, and rolling stock, for use in the following applications : - railways; - guided mass transport systems such as tramways, elevated and underground railways mountain railways, and trolleybus systems; - material transportation systems. This European Standard does not apply to - mine traction systems in underground mines, - cranes, transportable platforms and similar transportation equipment on rails, temporary structures (e.g. exhibition structures) in so far as these are not supplied directly or via transformers from the contact line system and are not endangered by the traction power supply system, - suspended cable cars, - funicular railways.
- Corrigendum1 pageEnglish languagee-Library read for1 day
This European Standard specifies the main characteristics of the supply voltages of traction systems, such as traction fixed installations, including auxiliary devices fed by the contact line, and rolling stock, for use in the following applications : - railways; - guided mass transport systems such as tramways, elevated and underground railways mountain railways, and trolleybus systems; - material transportation systems. This European Standard does not apply to - mine traction systems in underground mines, - cranes, transportable platforms and similar transportation equipment on rails, temporary structures (e.g. exhibition structures) in so far as these are not supplied directly or via transformers from the contact line system and are not endangered by the traction power supply system, - suspended cable cars, - funicular railways.
- Corrigendum1 pageEnglish languagee-Library read for1 day
This European Standard is concerned with the functions associated with general railway vehicles or their assemblies. It covers functionality associated with systems and equipment such as wheelsets and bogies, doors, brakes and traction.
This standard may also be applied to railway vehicles with very specific functions like track machines and snow ploughs. However, while the functions that are common with general railway vehicles are included, the functions which are specific to their work processes are not included in this standard. They will be added for these individual projects.
- Standard102 pagesEnglish languagee-Library read for1 day
This European Standard specifies requirements for the approval of a welding process in a fixed plant, together with the requirements for subsequent welding production.
This European Standard applies to new Vignole rails welded by flash butt welding to crossing components in a fixed plant, and intended for use on railway infrastructures.
- Standard42 pagesEnglish languagee-Library read for1 day
IEC 61375-3-3:2012 specifies the data communication bus inside consists that are based on CANopen. CANopen was developed for use in, but is not limited to, industrial automation applications. These applications may include devices such as input/output modules, motion controllers, human machine interfaces, sensors, closed-loop controllers, encoders, hydraulic valves or programmable controllers. This part of IEC 61375 applies to all equipment and devices operated on a CANopen-based consist network within TCN architecture as described in IEC 61375-1.
- Standard112 pagesEnglish languagee-Library read for1 day
IEC 61375-3-2:2012 applies to all equipment and devices implemented according to IEC 61375-3-1, i.e. it covers the procedures to be applied to such equipment and devices when the conformance should be proven. The applicability of this standard to a TCN implementation allows for individual conformance checking of the implementation itself and is a pre-requisite for further interoperability checking between different TCN implementations.
- Standard102 pagesEnglish languagee-Library read for1 day
IEC 61375-2-1:2012 applies to data communication in Open Trains, i.e. it covers data communication between consists of the said open trains and data communication within the consists of the said open trains.
- Standard387 pagesEnglish languagee-Library read for1 day
IEC 61375-2-2:2012 applies to all equipment and devices implemented according to IEC 61375-2-1, i.e. it covers the procedures to be applied to such equipment and devices when the conformance should be proven. The applicability of this standard to a TCN implementation allows for individual conformance checking of the implementation itself and is a pre-requisite for further interoperability checking between different TCN implementations.
- Standard105 pagesEnglish languagee-Library read for1 day
IEC 61375-3-1:2012 applies where MVB is required.
- Standard132 pagesEnglish languagee-Library read for1 day
IEC 61375-1:2012 applies to the architecture of data communication systems in open trains, i.e. it covers the architecture of a communication system for the data communication between vehicles of the said open trains, the data communication within the vehicles and the data communication from train to the ground. The applicability of this part of IEC 61375 to the train network technologies allows for interoperability of individual vehicles within open trains in international traffic. The main technical change of this new edition with regard to the previous edition consists of a new structure of the complete IEC 61375 series.
- Standard54 pagesEnglish languagee-Library read for1 day
This European Standard specifies requirements for the approval of a welding process in a fixed plant, together with the requirements for subsequent welding production.
This European Standard applies to new Vignole rails welded by flash butt welding to crossing components in a fixed plant, and intended for use on railway infrastructures.
- Standard42 pagesEnglish languagee-Library read for1 day
This European Standard specifies the characteristics of copper and copper alloy wires of cross sections of 80 mm², 100 mm², 107 mm², 120 mm² and 150 mm² for use on overhead contact lines.
It establishes the product characteristics, the test methods, checking procedures to be used with the wires, together with the ordering and delivery condition.
- Standard35 pagesEnglish languagee-Library read for1 day
The scope of this European Standard is:
- to establish material requirements for cast austenitic manganese steel for fixed crossings and cradles for crossings with moveable parts designed to be welded or bolted to rails;
- to formulate codes of practice for inspection, testing of un-machined and machined heat-treated castings;
- to list the methods by which crossings should be identified and traced;
- to define limits of weld rectification by the supplier;
- special requirements for pre-hardened crossings.
Geometrical aspects, as machining tolerances and inspection of finished crossings are covered in EN 13232-6 and EN 13232-7 and therefore not in this European Standard.
This European Standard specifies the minimum requirements for cast manganese crossing components. Special applications (for instance tram systems) can require different demands in certain paragraphs and need to be agreed between customer and supplier.
- Standard19 pagesEnglish languagee-Library read for1 day
This European Standard specifies the characteristics of copper and copper alloy wires of cross sections of 80 mm², 100 mm², 107 mm², 120 mm² and 150 mm² for use on overhead contact lines. It establishes the product characteristics, the test methods, checking procedures to be used with the wires, together with the ordering and delivery condition.
- Standard35 pagesEnglish languagee-Library read for1 day
This European Standard defines requirements for running capability under fire conditions which are applicable to passenger carrying railway rolling stock. In particular, technical measures are specified, compliance with which will contribute to conformity with the Directive and the relevant Technical Specifications for Interoperability (TSI). The standard specifies the fire conditions: – for which it is not necessary to define running capability requirements as there is no significant potential for serious injury or threat to life; – for which it is reasonable to expect trains to continue to run in a controlled manner; – for which it is not reasonably practicable to define requirements due to the exceptional nature of the fire incident. The TSI SRT defines running capability requirements in respect of fires within technical areas/equipment only. However for general guidance the scope of this standard is extended to include fires from non-technical causes within passenger/staff areas which may impact train system functions adjacent to and/or passing through the affected area. This extension of applicability significantly increases the number of system functions which are potentially at risk and therefore requires that the "reasonably practicable" principles be extended to this new condition. The standard does not consider situations where a primary non-fire incident is likely to immobilise the train by definition; for example major mechanical defect leading to derailment, even when fire then occurs.
- Standard38 pagesEnglish languagee-Library read for1 day
This European Standard defines requirements for running capability under fire conditions which are applicable to passenger carrying railway rolling stock. In particular, technical measures are specified, compliance with which will contribute to conformity with the Directive and the relevant Technical Specifications for Interoperability (TSI). The standard specifies the fire conditions: – for which it is not necessary to define running capability requirements as there is no significant potential for serious injury or threat to life; – for which it is reasonable to expect trains to continue to run in a controlled manner; – for which it is not reasonably practicable to define requirements due to the exceptional nature of the fire incident. The TSI SRT defines running capability requirements in respect of fires within technical areas/equipment only. However for general guidance the scope of this standard is extended to include fires from non-technical causes within passenger/staff areas which may impact train system functions adjacent to and/or passing through the affected area. This extension of applicability significantly increases the number of system functions which are potentially at risk and therefore requires that the "reasonably practicable" principles be extended to this new condition. The standard does not consider situations where a primary non-fire incident is likely to immobilise the train by definition; for example major mechanical defect leading to derailment, even when fire then occurs.
- Standard38 pagesEnglish languagee-Library read for1 day
This European Standard specifies the functional requirements for output and accuracy of measurements of the dynamic interaction between pantograph and overhead contact line.
- Standard14 pagesEnglish languagee-Library read for1 day
1.1 This European Standard specifies the process and technical requirements for the development of software for 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 systems can 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 This European Standard is not relevant for software that has been identified as having no impact on safety, i.e. software of which failures cannot affect any identified safety functions. 1.4 This European Standard applies to all safety related software used in 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 This European Standard also addresses the use of pre-existing software and tools. Such software may be used, if the specific requirements in 7.3.4.7 and 6.5.4.16 on pre-existing software and for tools in 6.7 are fulfilled. 1.6 Software developed according to any version of this European Standard will be considered as compliant and not subject to the requirements on pre-existing software. 1.7 This European Standard considers that modern application design often makes use of generic software that is suitable as a basis for various applications. Such generic software is then configured by data, algorithms, or both, for producing the executable software for the application. The general Clauses 1 to 6 and 9 of this European Standard apply to generic software as well as for application data or algorithms. The specific Clause 7 applies only for generic software while Clause 8 provides the specific requirements for application data or algorithms. 1.8 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. 1.9 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 9.2 applies. The assessor has to analyse the evidences provided in the software documentation to confirm whether the determination of the nature and scope of software changes is adequate. However, application of this European Standard during upgrades and maintenance of existing software is highly recommended.
- Standard127 pagesEnglish languagee-Library read for1 day
- Standard132 pagesFrench languagee-Library read for1 day
This European Standard defines the general assembly characteristics which are to be applied to pantographs, to enable current collection from the overhead line equipment. It also defines the tests the pantographs have to perform, excluding insulators. This European Standard does not apply to pantograph dielectric tests, which are to be performed on the pantograph installed on the vehicle roof. If no other requirement is agreed between customer and supplier, insulation coordination according to EN 50124 1 may be used. This European Standard does not apply to pantographs used on main line vehicles: these pantographs are considered in EN 50206 1. This European Standard relates to conventional suspended overhead line equipment and accessories. The systems (or part of them) which are rigidly suspended will require special consideration between the customer and the supplier.
- Standard23 pagesEnglish languagee-Library read for1 day
This European Standard specifies the general assembly characteristics which are to be applied to pantographs, to enable current collection from the overhead contact line system. It also specifies the tests the pantographs have to perform, excluding insulators. This European Standard is not applicable to pantograph dielectric tests, which are to be performed on the pantograph installed on the vehicle roof. If no other requirement is agreed between customer and supplier, insulation coordination according to EN 50124 1 may be used. This European Standard is not applicable to pantographs used on isolated metros and light rail systems. These pantographs are considered in EN 50206 2.
- Standard25 pagesEnglish languagee-Library read for1 day
This European Standard specifies the general assembly characteristics which are to be applied to pantographs, to enable current collection from the overhead contact line system. It also specifies the tests the pantographs have to perform, excluding insulators. This European Standard is not applicable to pantograph dielectric tests, which are to be performed on the pantograph installed on the vehicle roof. If no other requirement is agreed between customer and supplier, insulation coordination according to EN 50124 1 may be used. This European Standard is not applicable to pantographs used on isolated metros and light rail systems. These pantographs are considered in EN 50206 2.
- Standard25 pagesEnglish languagee-Library read for1 day
This European Standard specifies requirements for protective provisions against the effects of stray currents, which result from the operation of d.c. traction systems. As experience for several decades has not shown evident corrosion effects from a.c. traction systems and actual investigations are not completed, this European Standard only deals with stray currents flowing from a d.c. traction system. This European Standard applies to all metallic fixed installations which form part of the traction system, and also to any other metallic components located in any position in the earth, which can carry stray currents resulting from the operation of the railway system. This European Standard applies to all new d.c. lines and to all major revisions to existing d.c. lines. The principles may also be applied to existing electrified transportation systems where it is necessary to consider the effects of stray currents. It provides design requirements to allow maintenance. The range of application includes: a) railways, b) guided mass transport systems such as: 1) tramways, 2) elevated and underground railways, 3) mountain railways, 4) trolleybus systems, and 5) magnetically levitated systems, which use a contact line system, c) material transportation systems. This European Standard does not apply to: d) mine traction systems in underground mines, e) cranes, transportable platforms and similar transportation equipment on rails, temporary structures (e.g. exhibition structures) in so far as these are not supplied directly from the contact line system and are not endangered by the traction power supply system, f) suspended cable cars, g) funicular railways. This European Standard does not specify working rules for maintenance.
- Standard29 pagesEnglish languagee-Library read for1 day
This European Standard is applicable to safety-related electronic systems using for digital communication purposes a transmission system which was not necessarily designed for safety-related applications and which is – under the control of the designer and fixed during the lifetime, or – partly unknown or not fixed, however unauthorised access can be excluded, or – not under the control of the designer, and also unauthorised access has to be considered. Both safety-related equipment and non safety-related equipment can be connected to the transmission system. This standard gives the basic requirements needed to achieve safety-related communication between safety-related equipment connected to the transmission system. This European Standard is applicable to the safety requirement specification of the safety-related equipment connected to the transmission system, in order to obtain the allocated safety integrity requirements. Safety requirements are generally implemented in the safety-related equipment, designed according to EN 50129. In certain cases these requirements may be implemented in other equipment of the transmission system, as long as there is control by safety measures to meet the allocated safety integrity requirements. The safety requirement specification is a precondition of the safety case of a safety-related electronic system for which the required evidence is defined in EN 50129. Evidence of safety management and quality management has to be taken from EN 50129. The communication-related requirements for evidence of functional and technical safety are the subject of this standard. This European Standard is not applicable to existing systems, which had already been accepted prior to the release of this standard. This European Standard does not specify – the transmission system, – equipment connected to the transmission system, – solutions (e.g. for interoperability), – which kind of data are safety-related and which are not. A safety-related equipment connected through an open transmission system can be subjected to many different IT security threats, against which an overall program has to be defined, encompassing management, technical and operational aspects. In this European Standard however, as far as IT security is concerned, only intentional attacks by means of messages to safety-related applications are considered. This European Standard does not cover general IT security issues and in particular it does not cover IT security issues concerning – ensuring confidentiality of safety-related information, – preventing overloading of the transmission system.
- Standard64 pagesEnglish languagee-Library read for1 day
- Standard64 pagesFrench languagee-Library read for1 day
This European Standard specifies check rail profiles which have been designed for this purpose. It does not cover guard rails which are to protect vehicle, bridge, viaduct and other structures in the event of a derailment.
Three grades of steel and five rail profiles are specified.
- Standard23 pagesEnglish languagee-Library read for1 day
This European Standard specifies check rail profiles which have been designed for this purpose. It does not cover guard rails which are to protect vehicle, bridge, viaduct and other structures in the event of a derailment.
Three grades of steel and five rail profiles are specified.
- Standard23 pagesEnglish languagee-Library read for1 day
TC - Modifications to the English reference version of the mother standard regarding the Foreword, "Additional information specific to EN 1991-2", "National Annex for EN 1991-2", Clauses 2, 4 and 6 and Annexes A, B, D and E.
- Corrigendum5 pagesEnglish languagee-Library read for1 day
Voted as prAA
2013: Originator of XML version: first setup pilot of CCMC in 2012
- Amendment3 pagesEnglish languagee-Library read for1 day
The scope of this European Standard is:
- to establish material requirements for cast austenitic manganese steel for fixed crossings and cradles for crossings with moveable parts designed to be welded or bolted to rails;
- to formulate codes of practice for inspection, testing of un-machined and machined heat-treated castings;
- to list the methods by which crossings should be identified and traced;
- to define limits of weld rectification by the supplier;
- special requirements for pre-hardened crossings.
Geometrical aspects, as machining tolerances and inspection of finished crossings are covered in EN 13232-6 and EN 13232-7 and therefore not in this European Standard.
This European Standard specifies the minimum requirements for cast manganese crossing components. Special applications (for instance tram systems) can require different demands in certain paragraphs and need to be agreed between customer and supplier.
- Standard19 pagesEnglish languagee-Library read for1 day
This European Standard applies to the insulating synthetic ropes used in overhead contact lines. This European Standard specifies the characteristics of insulating synthetic rope assemblies and is applicable to electric traction overhead contact lines for railways, light railways, tramways, trolleybuses and other systems. These insulating synthetic ropes are utilised to provide mechanical support and electrical insulation for overhead contact lines. They are generally used in the following application fields: - delta suspension of contact wires; - catenary cable; - mid point anchors; - tie; - dropper; - headspan; - noise and vibration damper; - bridle- and pulley suspensions; - cantilevers made of glass reinforced polymer (GRP). This standard establishes the product characteristics, the test methods and checking procedures to be used with the insulating synthetic ropes, together with the ordering and delivery requirements. The object of this standard is to stipulate the provisions for the design and to allow the provisions of the service indicated by the supplier to the purchaser or informed buyer.
- Standard28 pagesEnglish languagee-Library read for1 day
It is well established that rolling noise originates in the combined ‘roughnesses’ of the wheel and rail running surfaces. Through the rolling interaction of the wheel and rail this roughness imposes a time history of relative displacement across the wheel-rail contact that leads to vibration of the wheel and of the track. This vibration, in turn, gives rise to the noise components radiated by the wheel, the rail and the sleeper. The fact that at low (‘normal’) levels, the roughness gives rise to noise radiation linearly and accounts for the noise fully, has been shown by the comparison of theoretical models and carefully controlled measurements [1]. It has furthermore entered the practice of a number of railways to control the roughness, even of uncorrugated, track as a measure to reduce noise. In recent years, in line with the European Union’s strategy for harmonisation of internationally running train services in Europe, new Technical Specifications for Interoperability (TSI) have been written for the acceptance testing of new rolling stock. The acoustic TSI reflects the understanding of the noise generation mechanisms [2, 3]. In order to ensure that the acceptance test, that may be made at different locations on different rolling stock, is a fair test of the rolling stock and depends as little as possible on the local track design, the TSI specifies conditions for a ‘reference track’ on which pass-by noise measurements are to be made. The reference track is controlled in terms of the noise produced per unit level of combined roughness and the roughness of the rail head running surface. The first condition is characterised by a minimum decay rate spectrum that must be obtained on the reference track (for how this relates to the noise performance of the track see [4] and to [5] for the method of measurement). The second condition is a limit to the spectral level of rail roughness that may exist on the reference track [6]. To ensure comparable and...(...)...
- Technical report52 pagesEnglish languagee-Library read for1 day
It is well established that rolling noise originates in the combined ‘roughnesses’ of the wheel and rail running surfaces. Through the rolling interaction of the wheel and rail this roughness imposes a time history of relative displacement across the wheel-rail contact that leads to vibration of the wheel and of the track. This vibration, in turn, gives rise to the noise components radiated by the wheel, the rail and the sleeper. The fact that at low (‘normal’) levels, the roughness gives rise to noise radiation linearly and accounts for the noise fully, has been shown by the comparison of theoretical models and carefully controlled measurements [1]. It has furthermore entered the practice of a number of railways to control the roughness, even of uncorrugated, track as a measure to reduce noise. In recent years, in line with the European Union’s strategy for harmonisation of internationally running train services in Europe, new Technical Specifications for Interoperability (TSI) have been written for the acceptance testing of new rolling stock. The acoustic TSI reflects the understanding of the noise generation mechanisms [2, 3]. In order to ensure that the acceptance test, that may be made at different locations on different rolling stock, is a fair test of the rolling stock and depends as little as possible on the local track design, the TSI specifies conditions for a ‘reference track’ on which pass-by noise measurements are to be made. The reference track is controlled in terms of the noise produced per unit level of combined roughness and the roughness of the rail head running surface. The first condition is characterised by a minimum decay rate spectrum that must be obtained on the reference track (for how this relates to the noise performance of the track see [4] and to [5] for the method of measurement). The second condition is a limit to the spectral level of rail roughness that may exist on the reference track [6]. To ensure comparable and...(...)...
- Technical report52 pagesEnglish languagee-Library read for1 day
Frequently Asked Questions
An EU Directive is a legislative act of the European Union that sets out goals that all EU member states must achieve. However, it is up to each member state to devise their own laws on how to reach these goals through national transposition. Directives are used to harmonize laws across the EU, particularly for the functioning of the single market.
Directive 96/48/EC covers "Interoperability of the trans-European high-speed rail system". There are 500 standards associated with this directive.
Harmonized standards under 96/48/EC are European standards (ENs) developed by CEN, CENELEC, or ETSI in response to a mandate from the European Commission. When these standards are cited in the Official Journal of the European Union, products manufactured in conformity with them benefit from a presumption of conformity with the essential requirements of 96/48/EC, facilitating CE marking and free movement within the European Economic Area.