Unchanged with respect to the current edition CLC/TS 50459-2:2015.
Scope of the revision:
- to update general principles for the presentation of ERTMS/ETCS/GSM-R information correlated with ERA_ERTMS_015560 v3.4.0:2016,
- to update ergonomic arrangements with EN 16186-1:2014, EN 16186-2:2017, EN 16186-3:2016
- to harmonize layout with existing and on supplier side well-established solutions and enhancement of touch-layout
- to update in accordance to the Results of the outcome of the Rascop DMI ad’hoc group

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Unchanged with respect to the current edition CLC/TS 50459-1:2015.
Scope of the revision:
- to update general principles for the presentation of ERTMS/ETCS/GSM-R information correlated with ERA_ERTMS_015560 v3.4.0:2016,
- to update ergonomic arrangements with EN 16186-1:2014, EN 16186-2:2017, EN 16186-3:2016
- to update in accordance to the Results of the outcome of the Rascop DMI ad’hoc group

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  • Technical specification
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Unchanged with respect to the current edition CLC/TS 50459-3:2016.
Scope of the revision:
- to update general principles for the presentation of ERTMS/ETCS/GSM-R information correlated with ERA_ERTMS_015560 v3.4.0:2016,
- to update ergonomic arrangements with EN 16186-1:2014, EN 16186-2:2017, EN 16186-3:2016
- to revise pictures and layouts
- to update in accordance to the Results of the outcome of the Rascop DMI ad’hoc group

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This European Standard specifies basic requirements for the braking of trains hauled by locomotives:
-   For trains hauled by locomotives and intended for use in general operation each vehicle is fitted with the traditional brake system with a brake pipe compatible with the UIC brake system.
NOTE   This ensures technical compatibility of the brake function between vehicles of various origins in a train (see 5.4).
-   For trains hauled by locomotives and intended for use in fixed or predefined formation, the requirements on the vehicle and the train are necessary. In the case of a UIC brake system, this standard applies; if not, the EN 16185 series or the EN 15734 series applies.
If concerned, the UIC brake architecture described in this standard (see 5.4) can be used for brakes for multiple unit train and high speed trains and urban rail described in the EN 13452 series, the EN 16185 series and the EN 15734 series.
This European Standard also takes into account electrical and electronic control functions and additional brake systems like dynamic brakes and adhesion independent brakes.
The brake system requirements, which are specific for on-track machines are set out in EN 14033 1.
This European Standard does not apply to Urban Rail rolling stock braking system, which is specified by EN 13452 1.

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This document discusses:
-   economic aspects of ballast projection;
-   comparison of methods in France and Spain for rolling stock;
-   infrastructure assessment methods;
-   review of available literature;
-   next steps and recommendations regarding standardization and research.

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  • Technical report
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This document specifies the method to be followed to achieve a satisfactory design of bogie frames and includes design procedures, assessment methods, verification and manufacturing quality requirements. It is limited to the structural requirements of bogie frames including bolsters and axlebox housings. For the purpose of this document, these terms are taken to include all functional attachments, e.g. damper brackets.

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This Technical Specification specifies the requirements of adhesion materials intended to be applied to the interface between the wheel tread and the rail crown (active interface). The specified adhesion materials can be applied either directly or indirectly to the wheel tread or rail.
It outlines the information required for most approval procedures, the method of testing and routine control/monitoring of the material.
This Technical Specification does not deal with Top of Rail materials.
NOTE   Requirements for Top of Rail materials are specified in CEN/TS 15427-2-2.

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This document is limited to specifying the requirements when applying adhesion material to the interface between the wheel tread and the crown of the rail, and includes both trainborne and trackside solutions. This standard only covers the equipment and application of adhesion material to the active interface.
This document defines:
- the characteristics that systems of adhesion materials of the wheel/rail interface shall achieve, together with applicable inspection and test methods to be carried out for verification;
- all relevant terminology which is specific to the adhesion materials of the wheel/rail interface.
This document only applies to the mainline railway.
NOTE 1   This document can also be used for other railways, e.g urban rail.
NOTE 2   Although technologies used to influence the wheel/ rail interface, other than the application of a material, are out of scope of this document, it can be used as guidance.

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  • Technical specification
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This European Standard describes the functionality, constraints, performance and operation of a brake system for use in self propelling thermal and electric trains operating on routes of the European rail system network.
This European Standard covers:
- all new vehicle designs of self-propelling thermal and electric trains being operated at a maximum speed up to 200 km/h, in the following text simply called EMU/DMU;
- all major overhauls of the above-mentioned vehicles if they involve redesigning or extensive alteration to the brake system of the vehicle concerned.
This standard does not cover:
- locomotive hauled trains which are specified by EN 14198;
- mass transit rolling stock which is specified by EN 13452-1;
- high speed trains being operated at speeds greater than 200 km/h which are specified by EN 15734-1.

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This document specifies crashworthiness requirements applicable to new designs of:
- locomotives;
- driving vehicles operating in passenger and freight trains;
- passenger rail vehicles operating in passenger trains (such as trams, metros, mainline trains).
This document identifies common methods of providing passive safety that can be adapted to suit individual vehicle requirements.
This document specifies the characteristics of reference obstacle models for use with the design collision scenarios.
This document also specifies the requirements and methods for demonstrating that the passive safety objectives have been achieved by comparison with existing proven designs, numerical simulation, component or full-size tests, or a combination of all these methods.

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This document applies to overhead contact line systems in heavy railways, light railways, trolley buses and industrial railways of public and private operators. This document applies to new installations of overhead contact line systems and for the complete renewal of existing overhead contact line systems. This document 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 document does not provide requirements for ground level conductor rail systems (see Figure 1).

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This document is applicable to relay valves designated to control the brake cylinder pressure of compressed air brakes fitted to railway vehicles, in association with an air brake distributor valve or other control device. It covers one stage relay valves and relay valves adjusting the brake cylinder pressure in response to a change in vehicle speed or load that is either continuously variable or in two or more stages, i.e. empty – loaded.
Relay valves operating with other pressures, in particular the brake pipe pressure, are not included.
This document specifies the requirements for the design, manufacture and testing of relay valves.

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This part of the EN 13230 series defines additional technical criteria and control procedures as well as specific tolerance limits related to manufacturing and testing prestressed bearers for switches and crossings with a maximum length of 8,5 m.
Bearers longer than 8,5 m are considered as special elements and will comply with FprEN 13230 5:2015.

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This part of the EN 13230 series defines additional technical criteria and control procedures as well as specific tolerance limits related to manufacturing and testing prestressed bearers for switches and crossings with a maximum length of 8,5 m.
Bearers longer than 8,5 m are considered as special elements and will comply with FprEN 13230 5:2015.

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This document defines warning horn requirements that deliver the required audibility of approaching heavy rail vehicles. The requirements of this document do not apply to urban rail systems.
NOTE 1   The requirements for exterior audible warning devices for urban rail vehicles are found in EN 15153 4.
In the case of shunting heavy rail vehicle formations, the requirements of this document do not apply to the pushed vehicle(s).
For this purpose, the following requirements are included:
-   functional and technical requirements of the warning horn as a component,
-   functional and technical requirements of the integration of warning horns into the vehicle, and
-   test requirements.
Operational requirements and maintenance requirements for warning horns are excluded.
NOTE 2   The requirements for the control of warning horns can be found in EN 16186 2.

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This document defines the functional and technical requirements for head, marker and tail lamps for heavy rail units, excluding road, metro and self-contained systems.
This document also defines the requirements for testing and conformity assessment.
Lamps designed for special purposes, for example illumination of third rail, are excluded from the scope of this document.
Portable lamps are excluded from the scope of this document.

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This document specifies requirements for the acceptance of simulation tools used for the assessment of design of electric traction power supply systems with respect to TSI Energy. This document is applicable to the simulation of AC and DC electric traction power supply systems, in the frame of assessment required by Directive (EU) 2016/797. The methods and parameters defined in this document are only intended for use in the design of the electric traction power supply system, and hence this document solely considers validation of tools within the TSI energy subsystem for all envisaged railway networks. This document does not deal with validation of simulation tools by measurement. This document focuses on the core simulation functions comprising the equations and functions which calculate the mechanical movement of trains and also which calculate the load flow of the electrical traction power supply system. In doing so this document provides all requirements necessary to demonstrate that a simulation tool may be used for the purposes of TSI approval of electric traction power supply systems. Any simulation tool which meets the acceptance requirements of the test cases in this document can be used to determine TSI compatibility for all systems of the same voltage and frequency without any requirement for further validation as part of the TSI assessment process. This document includes controls for the modification of simulation tools, in particular the limits of applicability of certification when tools are modified. These controls focus on determining whether the core functions of the simulation model are modified. This document provides only the requirements for demonstration of the algorithms and calculations of core functions. The use of a certified simulation tool in accordance with this document does not, in itself, demonstrate good practice in electric traction power supply system design, neither does it guarantee that the simulation models and data for infrastructure or trains used in the tool are correct for a given application. The choice and application of any models and data, of individual system components, in a design is therefore subject to additional verification processes and not in the Scope of this document. Competent development of design models and full understanding of the limits of design tools remain requirements in any system design. This document does not reduce any element of the need for competent designers to lead the design process. The test cases and data shown in Clause 6 in this document do not represent an existing network, but these data are used as theoretical/virtual network only for the purpose of verification of the core functionality. NOTE A new test case will be drafted considering metro, tramways and trolleybuses using DC 600 V or DC 750 V. Until this test case is available, this document can also be applied to subway, tram and trolley bus systems. This test case will also integrate rail systems using DC 750 V. Additionally, the application of this document ensures that the output data of different simulation tools are consistent when they are using the same set of input data listed in Clause 6. This document only applies to the simulation of electric traction power supply systems characteristics at their nominal frequency for AC or DC systems. It does not consider harmonic studies, electrical safety studies (e.g. rail potential), short circuit or electromagnetic compatibility studies over a wide frequency spectrum. This document does not mandate the use of a particular simulation tool in order to validate the design of an electric traction power supply system. This document does not consider complex models with active components such as static frequency convertors.

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This European Standard specifies the functionality, position, constraints and control of a magnetic track brake system (MTB system) installed in bogies for use in emergency braking and in low adhesion conditions on Mainline Trains up to speeds of 280 km/h. It covers high suspension types of MTB only and not high/low and low suspension type of MTB.
This document also contains test methods and acceptance criteria for an MTB system. It identifies interfaces with electrical equipment, bogie, track and other brake systems.
On the basis of the existing international and national standards, additional requirements are defined for:
-   conditions of application for the MTB system;
-   retardation and brake forces;
-   functional and design features;
-   strength requirements;
-   type, series and vehicle implementation tests.
For design and calculation a "reference surface" is established.

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This European Standard specifies test methods and acceptance criteria for a brake system for use in self propelling thermal and electric trains, in the following document called EMU/DMU, operating on routes of the European conventional rail system network.
This European Standard is applicable to:
-   all new vehicles designs of self-propelling thermal and electric trains;
-   all major overhauls of the EMU/DMU if they involve redesigning or extensive alteration to the brake system of the vehicle concerned.
This European Standard does not cover:
-   locomotive hauled trains which are specified by EN 14198;
-   mass transit rolling stock which is specified by EN 13452 (all parts);
-   high speed trains being operated at speeds greater than 200 km/h which are specified by EN 15734-1 and tests in EN 15734-2.
The functional testing requirements set out in this European Standard assume the vehicles are fitted with brake system architecture as defined in prEN 16185 1.
The braking performance obtained by applying the tests defined in this European Standard can be used to assess compliance with the required braking performance as defined in prEN 16185-1.

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This European Standard specifies the functionality, position, constraints and control of a magnetic track brake system (MTB system) installed in bogies for use in emergency braking and in low adhesion conditions on Mainline Trains up to speeds of 280 km/h. It covers high suspension types of MTB only and not high/low and low suspension type of MTB.
This document also contains test methods and acceptance criteria for an MTB system. It identifies interfaces with electrical equipment, bogie, track and other brake systems.
On the basis of the existing international and national standards, additional requirements are defined for:
-   conditions of application for the MTB system;
-   retardation and brake forces;
-   functional and design features;
-   strength requirements;
-   type, series and vehicle implementation tests.
For design and calculation a "reference surface" is established.

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This European Standard specifies test methods and acceptance criteria for a brake system for use in self propelling thermal and electric trains, in the following document called EMU/DMU, operating on routes of the European conventional rail system network.
This European Standard is applicable to:
-   all new vehicles designs of self-propelling thermal and electric trains;
-   all major overhauls of the EMU/DMU if they involve redesigning or extensive alteration to the brake system of the vehicle concerned.
This European Standard does not cover:
-   locomotive hauled trains which are specified by EN 14198;
-   mass transit rolling stock which is specified by EN 13452 (all parts);
-   high speed trains being operated at speeds greater than 200 km/h which are specified by EN 15734-1 and tests in EN 15734-2.
The functional testing requirements set out in this European Standard assume the vehicles are fitted with brake system architecture as defined in prEN 16185 1.
The braking performance obtained by applying the tests defined in this European Standard can be used to assess compliance with the required braking performance as defined in prEN 16185-1.

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This document applies to passenger body side entrance systems of all newly designed railway vehicles such as tram, metro, suburban, mainline and high-speed trains that carry passengers. The requirements of this document also apply to existing vehicles undergoing refurbishment of the door equipment, as far as it is reasonably practicable.
This document also specifies the requirements for testing of entrance systems.
This document makes reference to manual and power operated entrance systems. For manual doors, clauses referring to power operation are not applicable.
This document does not apply to the following:
-   entrance systems for equipment access, inspection or maintenance purposes and for crew only use;
-   doors on freight wagons; and
-   doors or hatches specifically provided for escape under emergency conditions.

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This document contains performance requirements and recommendations for electrical lighting systems in the interiors of public transport heavy rail units, under all operating and emergency conditions.
This document applies only to new units.
The application of this document for retro-fitting of existing units is subject to agreement between Contractors.
This document also defines the requirements for testing and conformity assessment.
This document does not address lighting installed in instruments or controls.
This document does not address the requirements of lighting of boarding aids, e.g. moving entrance stairs or lifts.
This document does not address lighting installed for indication or effect purposes, including flashing lights and decorative lighting.
NOTE 1   The requirements for interior lighting for urban rail units can be found in EN 13272-2.
NOTE 2    The requirements for cab instrument lighting for heavy rail units can be found in EN 16186-2.

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This document specifies switch and crossing rails that carry railway wheels. These are used in conjunction with Vignole railway rails.
This document is not applicable for the check rails that do not carry railway wheels.
Nine pearlitic steel grades are specified covering a hardness range of 200 HBW to 410 HBW and include non-heat treated non-alloy steels, non-heat treated alloy steels, heat treated non-alloy steels, heat treated low alloy steels and heat treated alloy steels.
There are 33 rail profiles specified in this standard, but they may not all be available in all steel grades.
Rails specified in EN 13674-1 can also be used as switch and crossing rails and if so used they will comply with the requirements of EN 13674-1.

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The purpose of this document is to support rolling stock procurement, especially life cycle cost (LCC) assessment. This document is applicable to the specification and verification of energy consumption of railway rolling stock. It establishes a criterion for the energy consumption of rolling stock to calculate the total net energy consumed, either at current collector or from the fuel tank, over a predefined service profile, to ensure that the results are directly comparable or representative of the real operation of the train. For this purpose, this document considers the energy consumed and regenerated by the rolling stock. The determination methods covered are the simulation and the measurement. This document provides the framework that gives guidance on the generation of comparable energy performance values for trains and locomotives on a common basis and thereby supports benchmarking and improvement of the energy efficiency of rail vehicles. This document does not cover the comparison of energy consumption with other modes of transportation, or even for comparison between diesel and electric traction, covering only the energy consumption of the railway rolling stock itself.

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This document applies to distributor valves and distributor-isolating devices.
The distributor valves contained in this document are of graduable release type. Direct release types are not included.
Functionally they are regarded as not containing relay valves of any type, even if the relay valves are physically an integral part of the distributor valves.
This document applies to both distributor-isolating devices mounted separate from the distributor valve and distributor-isolating devices integral with the distributor valve.
This document specifies the requirements for the design, testing and quality assurance of distributor valves and distributor-isolating devices.
The distributor valve and distributor-isolating device are intended to be part of a brake system mounted in a vehicle with maximum length of 31 m and maximum brake pipe volume of 25 l taking into consideration brake pipe inner diameters between 25 mm and 32 mm.

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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.

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D156/C020: Publication of Annex ZZ, this in view of the submission to the EC for citation in the OJEU under Directive 2008/57/EC.

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D156/C020: Publication of Annex ZZ, this in view of the submission to the EC for citation in the OJEU under Directive 2008/57/EC.

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IEC 61375-2-3:2015 specifies rules for the data exchange between consists in trains. The aggregation of these rules defines the TCN communication profile. The objective of the communication profile is to ensure interoperability between consists of the said trains with respect to the exchange of information. For this purpose it defines all items which are necessary for communication interoperability: - an architecture with defined train directions related to different train views; - a common functional addressing concept; - common communication protocol for data exchange between functions; - a set of services for train communication control.

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IEC 61375-3-4:2014 specifies the data communication network inside a Consist based on Ethernet technology, the Ethernet Consist Network (ECN). The applicability of this part of IEC 61375 to the Consist Network allows for interoperability of individual vehicles within Open Trains in international traffic. This part of IEC 61375 may be additionally applicable to closed trains and Multiple Unit Trains when so agreed between purchaser and supplier.

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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.

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IEC 62625-1:2013 covers the specification of an on board driving data recording system for the purpose of recording data about the operation of the train. The data refers both to the driver behaviour and the on board systems behaviour to support systematic safety monitoring as a means of preventing incidents and accidents. The data is recorded in a way that is suitable for identifying cause and where possible consequence, such that the data is suitable: - for investigative use in case of accidents and incidents; - to monitor the appropriate actions of drivers. This standard specifies the requirements for a universal recording system that is applicable to all types of rail vehicles.

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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.

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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.

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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.

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This document provides particular design guidance in the following areas:
-   derivation of characteristic loads and test loads;
-   calculation of characteristic and test bending moments.
The aim of this document is to give guidance for the preparation of all data to be given by the purchaser to the supplier in accordance with Parts 1 to 5 of EN 13230. It applies to gauges 1 000 mm, 1 435 mm, 1 668 mm as well as to all lengths of sleepers and bearers.
This standard gives special criteria for the design of concrete sleepers and bearers as track components. The design methods in the Eurocode do not apply to these concrete elements.
All track parameters to be taken into account for the design of sleepers and bearers are detailed in this standard. Information is given on these parameters so that they can be used as inputs for the design calculation process. It is the responsibility of the purchaser to calculate or determine all track parameters used in this standard.
This standard gives guidance for the design calculation process. It explains how experience and calculation can be combined to use design parameters.
This standard gives examples of numerical data that can be used when applying Clauses 4 to 6 according to the state of the art.

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This document specifies requirements for the technical compatibility between pantographs and overhead contact lines, to achieve free access to the lines of the European railway network. NOTE These requirements are defined for a limited number of pantograph types conforming to the requirements in 5.3, together with the geometry and characteristics of compatible overhead contact lines.

  • Standard
    74 pages
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This document applies to automatic variable load sensing devices designed to continuously sense the load of a railway vehicle and provide a pneumatic output signal that can be used by a relay valve for the automatic variation of the air pressure used for brake applications, thereby adjusting the brake force accordingly to achieve the required brake performance.
This document specifies the requirements for the design, testing and quality assurance of automatic variable load sensing devices.
The requirements of this document are not fully applicable for tests on vehicle level (vehicle homologation tests).

  • Standard
    26 pages
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This document specifies the method to be followed to achieve a satisfactory design of bogie frames and includes design procedures, assessment methods, verification and manufacturing quality requirements. It is limited to the structural requirements of bogie frames including bolsters and axlebox housings. For the purpose of this document, these terms are taken to include all functional attachments, e.g. damper brackets.

  • Standard
    57 pages
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This document describes from an ergonomic point of view how non ETCS information are arranged and displayed on the CCD. More specifically, it covers information that is not within the scope of ERA document ERA_ERTMS_015560. This document describes two possible technologies for implementing the ETCS DMI namely touch screen and soft key. National systems not integrated within ETCS DMI are not within the scope of this document. Redundancy concepts are not within the scope of this document.

  • Technical specification
    59 pages
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This document specifies the characteristics of the axles for all track gauges.
This document applies to heavy railway vehicles but may also apply to other vehicles such as light railway vehicles, trams or undergrounds.
It defines the characteristics of axles manufactured by forging or rolling, in vacuum-degassed steel, grade EA1N1, EA1T1 and EA4T1. For hollow axles, this document only applies to those obtained by machining the hole in a solid forged or rolled axle.
The requirements defined in this standard apply to cylindrical wheel seats. Most of the requirements also apply to wheelsets with conical wheel seats. Specific requirements for conical wheel seats (e.g. geometric dimensions) are defined in the technical specification.
Some characteristics are given according to category 1 or category 2.
This document applies to axles whose design complies with the rules defined in EN 13103-1.
This document also allows variations in material characteristics in relation to alternative manufacturing processes (e.g. cold forging, shot peening, thermal spraying, steel cleanliness, reduction ratio, improvement of material properties through fusion or heat treatment processes, etc.)..

  • Standard
    70 pages
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This document specifies requirements for pads for disc brakes of railway rolling stock.
The document defines requirements and generic test programs for brake pads on dynamometer. This document does not cover mandatory tests to verify stopping distances in addition to laboratory, bench test and in-service tests. In order to qualify the brake pad performance in accordance with the classification the standard provides fixed parameter figures as categories defined in paragraph classification scheme.
This document is not applicable for urban rail applications.

  • Standard
    87 pages
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This document discusses:
-   economic aspects of ballast projection;
-   comparison of methods in France and Spain for rolling stock;
-   infrastructure assessment methods;
-   review of available literature;
-   next steps and recommendations regarding standardization and research.

  • Technical report
    108 pages
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  • Technical report
    104 pages
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