96/48/EC - Interoperability of the trans-European high-speed rail system

2021: CLC legacy converted by DCLab NISOSTS

2021: CLC legacy converted by DCLab NISOSTS

2021: CLC legacy converted by DCLab NISOSTS

2021: CLC legacy converted by DCLab NISOSTS

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.

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.

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.

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.

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.

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.

IEC 61375-3-1:2012 applies where MVB is required.

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.

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.

This European Standard specifies the functional requirements for output and accuracy of measurements of the dynamic interaction between pantograph and overhead contact line.

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.

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.

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.

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.

This European Standard applies to electric traction overhead contact line systems in heavy railways, light railways, trolley busses and industrial railways of public and private operators. It applies to new installations of overhead contact line systems and for the complete reconstruction of existing overhead contact line systems. This standard contains the requirements and tests for the design of overhead contact lines, requirements for structures and their structural calculations and verifications as well as the requirements and tests for the design of assemblies and individual parts. This standard does not provide requirements for conductor rail systems where the conductor rails are located adjacent to the running rails.

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.

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.

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.

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.

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.

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.

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.

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.

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.

IEC 61375-3-1:2012 applies where MVB is required.

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.

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.

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.

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.

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.

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.

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.

This European Standard specifies the functional requirements for output and accuracy of measurements of the dynamic interaction between pantograph and overhead contact line.

This European Standard retains EN 61984:2001 as the minimum performance requirements for railway rolling stock electrical connectors.
It identifies additional terms, test methods and performance requirements for single-pole and multipole connectors with rated voltages up to 1 000 V, rated currents up to 125 A per contact and frequencies below 3 MHz used for indoor and outdoor applications in railway rolling stock.
This European Standard identifies the application levels for electrical connectors based on
-   the severity of the service conditions in different rolling stock technologies,
-   the intended use of the rolling stock,
-   the location of the connector in the rolling stock system.
This European Standard is not applicable to internal connections of electronic devices such as connectors for printed boards and rack-and-panel connectors.

This European Standard retains EN 61984:2001 as the minimum performance requirements for railway rolling stock electrical connectors. It identifies additional terms, test methods and performance requirements for single-pole and multipole connectors with rated voltages up to 1 000 V, rated currents up to 125 A per contact and frequencies below 3 MHz used for indoor and outdoor applications in railway rolling stock. This European Standard identifies the application levels for electrical connectors based on - the severity of the service conditions in different rolling stock technologies, - the intended use of the rolling stock, - the location of the connector in the rolling stock system. This European Standard is not applicable to internal connections of electronic devices such as connectors for printed boards and rack-and-panel connectors.

This European Standard specifies a type test method to measure noise levels inside the driver's cabs of railway vehicles for assessing compliance with the relevant European legislation.
NOTE   The relevant European legislation includes Directive 2003/10/EC of 6 February 2003 and the Commission Decisions of 23 December 2005 (Technical specification for interoperability relating to the subsystem ‘rolling stock - noise’ of the trans-European conventional rail system) and of 21 February 2008 (Technical specification for interoperability relating to the ‘rolling stock’ sub-system of the trans-European high-speed rail system).
This method is applicable to:
-   the measurement of noise inside driver's cab resulting from the sounding of external warning horns when the vehicle is stationary;
-   the measurement of noise inside the driver cab while the vehicle is running.
The method is not applicable to:
-   complementary measurements that can be requested for acceptance tests, but which are not required by the TSIs referred to in this standard;
-   the measurement of the noise from internal and external audible devices other than external warning horns;
-   routine monitoring of the noise exposure of train crew.
The test procedures specified in this European Standard are of engineering grade (grade 2) with a precision of ± 2 dB, which is the preferred method for noise declaration purposes, as defined in EN ISO 12001.

This European Standard consolidates all the separate requirements specified in rolling stock TSIs and European Standards relating to bogies and running gear together into an overall requirement and process that ensures a functional and safe design is achieved for a defined operating envelope.
There are many European Standards that specify the design requirements and associated processes of bogie and running gear components and sub-assemblies. There are also European standards that specify vehicle performance and validation requirements that depend directly on the bogies or running gear. The objective of this standard is to bring all these separate design criteria together. This is accomplished by specifying the design and validation processes to be used for bogies and running gear with particular focus on the two key disciplines of dynamic behaviour and structural integrity. To ensure that safe operation can be continued throughout the product life the definition of a maintenance plan is also required.
This European Standard is applicable to bogies and running gear intended for vehicles that will operate under the Interoperability Directives on designated TEN routes. The requirements, however, can be used in other applications at the discretion of the interested parties. It specifies the requirements to achieve a satisfactory design of bogie or running gear and to validate the design against the relevant performance and safety criteria. Technical requirements are specified directly or by making reference to the relevant European standards and include the nature and content of an auditable record that should be produced of the design and validation processes.
The requirements address only the design and validation of bogies and running gear. No requirements are set for other systems components that are attached to the bogies or running gear, except to establish that a satisfactory interface has been provided.
NOTE   Specifications that relate to bogies and running

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.

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.

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.

This European Standard consolidates all the separate requirements specified in rolling stock TSIs and European Standards relating to bogies and running gear together into an overall requirement and process that ensures a functional and safe design is achieved for a defined operating envelope.
There are many European Standards that specify the design requirements and associated processes of bogie and running gear components and sub-assemblies. There are also European standards that specify vehicle performance and validation requirements that depend directly on the bogies or running gear. The objective of this standard is to bring all these separate design criteria together. This is accomplished by specifying the design and validation processes to be used for bogies and running gear with particular focus on the two key disciplines of dynamic behaviour and structural integrity. To ensure that safe operation can be continued throughout the product life the definition of a maintenance plan is also required.
This European Standard is applicable to bogies and running gear intended for vehicles that will operate under the Interoperability Directives on designated TEN routes. The requirements, however, can be used in other applications at the discretion of the interested parties. It specifies the requirements to achieve a satisfactory design of bogie or running gear and to validate the design against the relevant performance and safety criteria. Technical requirements are specified directly or by making reference to the relevant European standards and include the nature and content of an auditable record that should be produced of the design and validation processes.
The requirements address only the design and validation of bogies and running gear. No requirements are set for other systems components that are attached to the bogies or running gear, except to establish that a satisfactory interface has been provided.
NOTE   Specifications that relate to bogies and running

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.

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.

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.

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.

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.