This document provides requirements for electrical safety for:
-   dead working on an overhead contact line system;
-   working activities near an overhead contact line system when it is live.
It applies to all work activities in relation to electrical hazards only.
This document is applicable to overhead contact line systems with the following nominal voltages:
-   1,5 kV and 3 kV dc;
-   15 kV, 2x15 kV, 25 kV and 2x25 kV ac.
It also provides requirements for work activities that can give rise to electrical hazards from the return circuit.
This document does not cover electrical risk arising from:
-   live working on overhead contact line systems (live working can be carried out according to national requirements and practices);
-   working on or near other electrical sources.
If there are no other rules or procedures, this document could be applied to overhead contact line systems with other nominal voltages.

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This standard specifies functional requirements for non-UGTMS signalling and control systems in the field of urban rail systems which are along off-street alignment and which operate to “line of sight” or automatic block signalling with intermittent train control.
The standard is restricted to Functional Requirements to which allow users to define more specific requirements based on the given frame of the system requirements at top level. This standard is not applicable to command and control systems for urban rail using continuous data transmission and continuous supervision of train movements by train protection profile already covered by IEC 62290 (UGTMS).

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The present document specifies technical characteristics and methods of measurements for radio transmitters and
receivers used in the Euroloop communications system. The system is used in railway systems.
The present document applies to the following equipment:
1) The On-Board Equipment (OBE) transmitting the tele-powering to wake-up the Trackside Equipment and
receiving the Euroloop signal. The OBE comprises a receiver fitted with a dedicated antenna.
2) The Trackside Equipment receiving the tele-powering and transmitting the Euroloop signal. The antenna is a
leaky feeder cable that is always installed in an inner or outer foot of a rail.
NOTE 1: For the purposes of the present document term "Euroloop" will be used as a descriptive term of the
Euroloop communication system as defined by the specifications [1] and [2] of the UNISIG consortia.
The Euroloop transmission system operates in frequency bands listed in table 1 in accordance with the EC Decision
2013/752/EU [i.2], and ERC Recommendation 70-03 [i.3], annex 4.
The present document contains requirements to demonstrate that radio equipment both effectively uses and supports the
efficient use of radio spectrum in order to avoid harmful interference.

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Unchanged with respect to the current edition EN 50128:2011.
Scope of the amendment:
- Alignment with EN 50126-1:2017, EN 50126-2:2017 and EN 50129:2018 together with minor corrections

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This document specifies the concepts and basic requirements for the planning of railway operation in order to reduce risk in the event of earthquakes. This excludes regions where the consequences of seismic hazard for railway operation are low or non-existent. The definition of such regions is out of the scope of this document. NOTE The stages defined for consideration of the countermeasures necessary for the safe management of the seismic hazards can also be relevant for dealing with other natural phenomena. This document includes only operational measures and excludes any infrastructure measures. Furthermore, this document does not include specific measures which ensure, without fail, passenger safety or which provide protection against railway-operational damage caused by earthquakes. Therefore, residual risk can remain.

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This European Standard applies to emission and immunity aspects of EMC for electrical and electronic apparatus and systems intended for use in railway fixed installations for power supply. This includes the power feed to the apparatus, the apparatus itself with its protective control circuits, trackside items such as switching stations, power autotransformers, booster transformers, substation power switchgear and power switchgear to other longitudinal and local supplies.
Filters operating at railway system voltage (for example, for harmonic suppression or power factor correction) are not included in this standard since each site has special requirements. Filters would normally have separate enclosures with separate rules for access. If electromagnetic limits are required, these will appear in the specification for the equipment.
If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard are not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU.
The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified.
Emission and immunity limits are given for items of apparatus which are situated:
a) within the boundary of a substation which delivers electric power to a railway;
b) beside the track for the purpose of controlling or regulating the railway power supply, including power factor correction;
c) along the track for the purpose of supplying electrical power to the railway other than by means of the conductors used for contact current collection, and associated return conductors. Included are high voltage feeder systems within the boundary of the railway which supply substations at which the voltage is reduced to the railway system voltage;
d) beside the track for controlling or regulating electric power supplies to ancillary railway uses. This category includes power supplies to marshalling yards, maintenance depots and stations;
e) various other non-traction power supplies from railway sources which are shared with railway traction.
The immunity levels given in this standard apply for:
- vital equipment such as protection devices;
- equipment having connections to the traction power conductors;
- apparatus inside the 3 m zone;
- ports of apparatus inside the 10 m zone with connection inside the 3 m zone;
- ports of apparatus inside the 10 m zone with cable length > 30 m.
Apparatus and systems which are in an environment which can be described as residential, commercial or light industry, even when placed within the physical boundary of the railway substation, shall comply with EN 61000-6-1:2007 for immunity and EN 61000-6-3:2007 for emission requirements.
Excluded from the immunity requirements of this standard is power supply apparatus which is intrinsically immune to the tests defined in Tables 1 to 6.
NOTE An example is an 18 MVA 230 kV to 25 kV power supply transformer.
These specific provisions are to be used in conjunction with the general provisions in EN 50121-1.
This part of the standard covers requirements for both apparatus and fixed installations. The sections for fixed installations are not relevant for CE marking.

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This document specifies the methodologies for calculation of braking performance for railway rolling stock. This document describes the general algorithms/formulae using instantaneous value inputs to perform calculations of brake equipment and braking performance, in terms of stopping/slowing distances, braking power and energy for all types of rolling stock, either as vehicles or units. The calculations can be performed at any stage of the assessment process (design, manufacture, testing, verification, investigation, etc.) of railway rolling stock. This document does not set out specific acceptance criteria (pass/fail). This document is not intended to be used as a design guide for the selection of brake systems and does not specify performance requirements. This document does not provide a method to calculate the extension of stopping distances when the level of demanded adhesion exceeds the available adhesion (wheel slide activity). This document contains examples of the calculation of brake forces for different brake equipment types and examples of the calculation of stopping distance for vehicles or units.

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This European Standard applies to signalling and telecommunication apparatus that is installed inside the railway environment. Signalling and telecommunication apparatus mounted in vehicles is covered by EN 50121-3-2:2016, signalling and telecommunication apparatus installed inside the substation and connected to substation equipment is covered by EN 50121-5:2016.
This European Standard specifies limits for emission and immunity and provides performance criteria for signalling and telecommunications (S&T) apparatus (including power supply systems belonging to S&T) which may interfere with other apparatus inside the railway environment, or increase the total emissions for the railway environment and so risk causing Electro-Magnetic Interference (EMI) to apparatus outside the railway system.
The requirements specified in this standard apply for:
— vital equipment such as interlocking or command and control;
— apparatus inside the 3 m zone;
— ports of apparatus inside the 10 m zone with connection inside the 3 m zone;
— ports of apparatus inside the 10 m zone with cable length > 30 m.
Other apparatus not covered by at least one of these given cases should be in compliance with EN 61000-6-2.
If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard are not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU.
Immunity limits do not apply in the exclusion bands as defined in the corresponding EMC related standard for radio equipment.
The standard does not specify basic personal safety requirements for apparatus such as protection against electric shock, unsafe operation, insulation co-ordination and related dielectric tests. The requirements were developed for and are applicable to this set of apparatus when operating under normal conditions. Fault conditions of the apparatus have not been taken into account.
The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified.
For products in the scope of EN 61000-3-2, EN 61000-3-3, EN 61000-3-11 or EN 61000-3-12 the requirements of those standards also apply.
These specific provisions are to be used in conjunction with the general provisions in EN 50121-1:2016.
The immunity and emission levels do not of themselves guarantee that the integration of apparatus will necessarily be satisfactory. The standard cannot cover all the possible configurations of the apparatus, but the test levels are sufficient to achieve satisfactory EMC in the majority of cases.

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This European Standard applies to signalling and telecommunication apparatus that is installed inside the railway environment. Signalling and telecommunication apparatus mounted in vehicles is covered by EN 50121-3-2:2016, signalling and telecommunication apparatus installed inside the substation and connected to substation equipment is covered by EN 50121-5:2016. This European Standard specifies limits for emission and immunity and provides performance criteria for signalling and telecommunications (S&T) apparatus (including power supply systems belonging to S&T) which may interfere with other apparatus inside the railway environment, or increase the total emissions for the railway environment and so risk causing Electro-Magnetic Interference (EMI) to apparatus outside the railway system. The requirements specified in this standard apply for: — vital equipment such as interlocking or command and control; — apparatus inside the 3 m zone; — ports of apparatus inside the 10 m zone with connection inside the 3 m zone; — ports of apparatus inside the 10 m zone with cable length > 30 m. Other apparatus not covered by at least one of these given cases should be in compliance with EN 61000-6-2. If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard are not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU. Immunity limits do not apply in the exclusion bands as defined in the corresponding EMC related standard for radio equipment. The standard does not specify basic personal safety requirements for apparatus such as protection against electric shock, unsafe operation, insulation co-ordination and related dielectric tests. The requirements were developed for and are applicable to this set of apparatus when operating under normal conditions. Fault conditions of the apparatus have not been taken into account. The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified. For products in the scope of EN 61000-3-2, EN 61000-3-3, EN 61000-3-11 or EN 61000-3-12 the requirements of those standards also apply. These specific provisions are to be used in conjunction with the general provisions in EN 50121-1:2016. The immunity and emission levels do not of themselves guarantee that the integration of apparatus will necessarily be satisfactory. The standard cannot cover all the possible configurations of the apparatus, but the test levels are sufficient to achieve satisfactory EMC in the majority of cases.

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This European Standard applies to emission and immunity aspects of EMC for electrical and electronic apparatus and systems intended for use in railway fixed installations for power supply. This includes the power feed to the apparatus, the apparatus itself with its protective control circuits, trackside items such as switching stations, power autotransformers, booster transformers, substation power switchgear and power switchgear to other longitudinal and local supplies. Filters operating at railway system voltage (for example, for harmonic suppression or power factor correction) are not included in this standard since each site has special requirements. Filters would normally have separate enclosures with separate rules for access. If electromagnetic limits are required, these will appear in the specification for the equipment. If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard are not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU. The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified. Emission and immunity limits are given for items of apparatus which are situated: a) within the boundary of a substation which delivers electric power to a railway; b) beside the track for the purpose of controlling or regulating the railway power supply, including power factor correction; c) along the track for the purpose of supplying electrical power to the railway other than by means of the conductors used for contact current collection, and associated return conductors. Included are high voltage feeder systems within the boundary of the railway which supply substations at which the voltage is reduced to the railway system voltage; d) beside the track for controlling or regulating electric power supplies to ancillary railway uses. This category includes power supplies to marshalling yards, maintenance depots and stations; e) various other non-traction power supplies from railway sources which are shared with railway traction. The immunity levels given in this standard apply for: - vital equipment such as protection devices; - equipment having connections to the traction power conductors; - apparatus inside the 3 m zone; - ports of apparatus inside the 10 m zone with connection inside the 3 m zone; - ports of apparatus inside the 10 m zone with cable length > 30 m. Apparatus and systems which are in an environment which can be described as residential, commercial or light industry, even when placed within the physical boundary of the railway substation, shall comply with EN 61000-6-1:2007 for immunity and EN 61000-6-3:2007 for emission requirements. Excluded from the immunity requirements of this standard is power supply apparatus which is intrinsically immune to the tests defined in Tables 1 to 6. NOTE An example is an 18 MVA 230 kV to 25 kV power supply transformer. These specific provisions are to be used in conjunction with the general provisions in EN 50121-1. This part of the standard covers requirements for both apparatus and fixed installations. The sections for fixed installations are not relevant for CE marking.

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This European standard is applicable to safety-related electronic systems (including subsystems and equipment) for railway signalling applications.
This European standard applies to generic systems (i.e. generic products or systems defining a class of applications), as well as to systems for specific applications.
The scope of this European standard, and its relationship with other CENELEC standards, are shown in Figure 1.
This European standard is applicable only to the functional safety of systems. It is not intended to deal with other aspects of safety such as the occupational health and safety of personnel. While functional safety of systems clearly can have an impact on the safety of personnel, there are other aspects of system design which can also affect occupational health and safety and which are not covered by this European standard.
This European standard applies to all the phases of the life-cycle of a safety-related electronic system, focusing in particular on phases from 5 (architecture and apportionment of system requirements) to 10 (system acceptance) as defined in EN 50126 (all parts).
Requirements for systems which are not related to safety are outside the scope of this European Standard.
This European standard is not applicable to existing systems, subsystems or equipment (i.e. those which had already been accepted prior to the creation of this European standard). However, as far as reasonably practicable, it should be applied to modifications and extensions to existing systems, subsystems and equipment.
This European standard is primarily applicable to systems, subsystems or equipment which have been specifically designed and manufactured for railway signalling applications. It should also be applied, as far as reasonably practicable, to general-purpose or industrial equipment (e.g. power supplies, display screens or other commercial off the shelf items), which is procured for use as part of a safety-related electronic system. As a minimum, evidence should be provided in such cases to demonstrate either
-   that the equipment is not relied on for safety, or
-   that the equipment can be relied on for those functions which relate to safety.
This European standard is aimed at railway duty holders, railway suppliers, and assessors as well as at safety authorities, although it does not define an approval process to be applied by the safety authorities.
(...)

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In accordance with the ERTMS/ETCS specifications, Subset 121, UIC 612 leaflet, ERA_ERTMS_015560 document, EN 50126 and EN 61375 series requirements, this Technical Report describes the Train Display System (TDS) in the driver’s cab, and the link between the TDS/TDC and some of its interfaces (Blue box and blue links only):
Figure 1 - Functional architecture
The scope of this document is to define the functional architecture around the TDC.
This Technical Report excludes the following items:
-   Communication protocols (e.g. EN 61375 series);
-   Ergonomic aspects;
-   Interface with ETCS (Subset 121);
-   Train functions;
-   GSM-R EIRENE functions;
-   Use of the displays as terminals for maintenance purpose.

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This document describes the measurement of the toxicity potential of the products of combustion based on two test methods:
- Method 1: EN ISO 5659-2 Smoke chamber area-based test with Fourier transform infrared spectroscopy (FTIR) gas analysis techniques;
- Method 2: NF X70-100-2 Tubular furnace small mass-based test.
NOTE 1 This document also specifies test equipment and set out the calculation procedures for evaluation of toxicity data.
NOTE 2 This document can be used in addition to others for the determination of toxic gases from devices installed in tunnel.

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This document provides guidance on railway project planning for decision making. This document explores the key points of railway project planning, based upon the principles of ISO 21500, by incorporating characteristics specific to railway projects. This document covers: — the characteristics of railway projects; — stakeholders and their needs/interests; — conditions; — the definition of each process in a railway project; — key points of planning process; — correlation and causality among principal factors to be considered. This document can be used by any type of organization, including public, private or community organizations, and be applied to any type of railway project, irrespective of its complexity, size, duration, etc. However, this document provides neither detailed requirements nor specific processes for: — certification; — deriving a unique solution (specification for particular systems/products); — decision making itself. Topics pertaining to general projects are addressed only within the context of railway projects.

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This document specifies methodologies for calculation of braking performance for railway rolling stock and is applicable to all countries. This document describes the general algorithms/formulae using mean value inputs to perform calculations of brake equipment and braking performance in terms of stopping/slowing distances, stationary braking, power and energy for all types of rolling stock, either as single vehicles or train formations, with respect to the braking distance. The calculations can be used at any stage of the assessment process (design, manufacture, testing, verification, investigation, etc.) of railway rolling stock. This document does not set out the specific acceptance criteria (pass/fail). This document is not intended to be used as a design guide for selection of brake systems and does not specify performance requirements. This document does not provide a method to calculate the extension of stopping distances when the level of available adhesion is exceeded (wheel slide activity). This document contains examples of the calculation of brake forces for different brake equipment types and calculation of stopping distance and stationary braking relevant to a single vehicle or a train.

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This document provides additional information to assist the understanding and the use of ISO 20138-1. The calculations in this document follow the same principles but they are slightly different. This document contains country specific calculation approaches currently in use and represents the state of knowledge including for calculating: — stopping and slowing distances; — equivalent response time; — brake performance; — brake ratio.

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This Technical Report is covering the description of the pantograph system and the functional
interface between the pantograph system itself and the TCMS, including the context of multiple units.
The pantograph system contains the pantograph and the pantograph control. The internal interface
between pantograph and pantograph control is not in the scope of this document.

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The present document identifies the 3GPP Technical Specifications containing provisions relating to the use of GSM
for application on railway networks.
The present document is applicable to GSM communication systems embraced by the European Council Directives
2008/57/EC [i.1] and 2009/131/EC [i.2] on the interoperability of the rail system within the Community.

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In accordance with the ERTMS/ETCS specifications, Subset 121, UIC 612 leaflet, ERA_ERTMS_015560 document, EN 50126 and EN 61375 series requirements, this Technical Report describes the Train Display System (TDS) in the driver’s cab, and the link between the TDS/TDC and some of its interfaces (Blue box and blue links only): [figure] Figure 1 - Functional architecture The scope of this document is to define the functional architecture around the TDC. This Technical Report excludes the following items: - Communication protocols (e.g. EN 61375 series); - Ergonomic aspects; - Interface with ETCS (Subset 121); - Train functions; - GSM-R EIRENE functions; - Use of the displays as terminals for maintenance purpose.

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The present document specifies technical characteristics and methods of measurements for radio transmitters and receivers used in the Eurobalise transmission system. The system is used in railway environment for the communication between tracks and trains.
It applies to the following equipment units:
a) the On-Board Equipment (OBE) Tele-powering the Eurobalise; and
b) the Eurobalise that is always installed in between the rails.
The OBE comprises a transmitter (normally un-modulated) and a receiver fitted with an integral or dedicated antenna.
The Eurobalise FSK-modulated transmitter is Tele-powered by the OBE and has an integral antenna.
The Eurobalise transmission system operates in frequency bands listed in table 1 in accordance with the EC Decision 2013/752/EU [i.5] and ERC Recommendation 70-03 [i.2], annex 4.
The present document specifies technical characteristics and methods of measurements for radio transmitters and receivers used in the Eurobalise transmission system. The system is used in railway environment for the communication between tracks and trains.
It applies to the following equipment units:
a) the On-Board Equipment (OBE) Tele-powering the Eurobalise; and
b) the Eurobalise that is always installed in between the rails.
The OBE comprises a transmitter (normally un-modulated) and a receiver fitted with an integral or dedicated antenna.
The Eurobalise FSK-modulated transmitter is Tele-powered by the OBE and has an integral antenna.
The Eurobalise transmission system operates in frequency bands listed in table 1 in accordance with the EC Decision 2013/752/EU [i.5] and ERC Recommendation 70-03 [i.2], annex 4.

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Part 2 of EN 50126
* considers the safety-related generic aspects of the RAMS life-cycle. The guidance in this part is still applicable in the application of specific standards;
* defines methods and tools which are independent of the actual technology of the systems and subsystems;
* provides:
- the user of the standard with the understanding of the system approach to safety which is a key concept of EN 50126;
- methods to derive the safety requirements and their safety integrity requirements for the system and to apportion them to the subsystems;
- methods to derive the safety integrity levels (SIL) for the safety related electronic functions. Note that this standard does not allow the allocation of safety integrity levels to non-electronic functions.
* provides guidance and methods for the following areas:
- system life-cycles;
- systems safety assurance;
- risk assessment process;
- risk management process;
- application of risk acceptance principles and criteria;
- safety integrity concept.
* provides the user with the methods to assure safety with respect to the system under consideration and its interactions;
* provides guidance about the definition of the system under consideration, including identification of the interfaces and the interactions of this system with its subsystems or other systems, in order to conduct the risk analysis;
* addresses railway specifics;
* does not define:
- RAMS targets targets, quantities, requirements or solutions for specific railway applications;
- rules or processes pertaining to the certification of railway products against the requirements of this standard;
- an approval process by the safety authority.
* does not specify requirements for ensuring system security.
This part 2 of EN 50126 is applicable
* to all systems under consideration - as regards safety - within the entire railway system and the stakeholders involved;
* to the specification and demonstration of safety for all railway applications and at all levels of such an application, as appropriate, from complete railway systems to major systems and to individual and combined sub-systems and components within these major systems, including those containing software; in particular:
- to new systems;
- to new systems integrated into existing systems accepted prior to the creation of this standard, but only to the extent and insofar as the new system with the new functionality is being integrated. It is otherwise not applicable to any unmodified aspects of the existing system;
- as far as reasonably practicable, to modifications and extensions of existing systems accepted prior to the creation of this standard, but only to the extent and insofar as existing systems are being modified. it is otherwise not applicable to any unmodified aspect of the existing system;
- at all relevant phases of the life-cycle of an application;
- for use by railway duty holders and the railway suppliers.
It is not required to apply this standard to existing systems including those systems already compliant with any version of former EN 50126, which remain unmodified. Railway applications mean Command, Control & Signalling, Rolling Stock and Fixed Installations.

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The part 1 of EN 50126
* considers RAMS, understood as reliability, availability, maintainability and safety and their interaction;
* considers the generic aspects of the RAMS life-cycle. The guidance in this part is still applicable in the application of specific standards;
* defines
- a process, based on the system life-cycle and tasks within it, for managing RAMS;
- a systematic process, tailorable to the type and size of system under consideration, for specifying requirements for RAMS and demonstrating that these requirements are achieved;
* addresses railway specifics;
* enables conflicts between RAMS elements to be controlled and managed effectively;
* does not define
- RAMS targets, quantities, requirements or solutions for specific railway applications;
- rules or processes pertaining to the certification of railway products against the requirements of this standard;
- an approval process by the safety authority;
* does not specify requirements for ensuring system security.
The part 1 of EN 50126 is applicable
* to the specification and demonstration of RAMS for all railway applications and at all levels of such an application, as appropriate, from complete railway systems to major systems and to individual and combined sub-systems and  components within these major systems, including those containing software; in particular:
- to new systems;
- to new systems integrated into existing systems accepted prior to the creation of this standard, but only to the extent and insofar as the new system with the new functionality is being integrated. It is otherwise not applicable to any unmodified aspects of the existing system;
- as far as reasonably practicable, to modifications and extensions of existing systems accepted prior to the creation of this standard, but only to the extent and insofar as existing systems are being modified. it is otherwise not applicable to any unmodified aspect of the existing system;
* at all relevant phases of the life-cycle of an application;
* for use by railway duty holders and the railway suppliers.
It is not required to apply this standard to existing systems including those systems already compliant with any version of former EN 50126, which remain unmodified. Railway applications mean Command, Control & Signalling, Rolling Stock and Fixed Installations.
Processes for the specification and demonstration of RAMS requirements are cornerstones of this standard. This European Standard promotes a common understanding and approach to the management of RAMS.
The process defined by this European Standard assumes that railway duty holders and railway suppliers have business-level policies addressing Quality, Performance and Safety. The approach defined in this standard is consistent with the application of quality management requirements contained within the ISO 9001.

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This part 2 of EN 50126 - considers the safety-related generic aspects of the RAMS life-cycle; - defines methods and tools which are independent of the actual technology of the systems and subsystems; - provides: - the user of the standard with the understanding of the system approach to safety which is a key concept of EN 50126; - methods to derive the safety requirements and their safety integrity requirements for the system and to apportion them to the subsystems; - methods to derive the safety integrity levels (SIL) for the safety-related electronic functions. NOTE This standard does not allow the allocation of safety integrity levels to non-electronic functions. - provides guidance and methods for the following areas: - safety process; - safety demonstration and acceptance; - organisation and independence of roles; - risk assessment; - specification of safety requirements; - apportionment of functional safety requirements; - design and implementation. - provides the user of this standard with the methods to assure safety with respect to the system under consideration and its interactions; - provides guidance about the definition of the system under consideration, including identification of the interfaces and the interactions of this system with its subsystems or other systems, in order to conduct the risk analysis; - does not define: - RAMS targets, quantities, requirements or solutions for specific railway applications; - rules or processes pertaining to the certification of railway products against the requirements of this standard; - an approval process by the safety authority. This part 2 of EN 50126 is applicable to railway applications fields, namely Command, Control and Signalling, Rolling Stock and Fixed Installations, and specifically: - to the specification and demonstration of safety for all railway applications and at all levels of such an application, as appropriate, from complete railway systems to major systems and to individual and combined sub-systems and components within these major systems, including those containing software, in particular: - to new systems; - to new systems integrated into existing systems already accepted, but only to the extent and insofar as the new system with the new functionality is being integrated. It is otherwise not applicable to any unmodified aspects of the existing system; - as far as reasonably practicable, to modifications and extensions of existing systems accepted prior to the creation of this standard, but only to the extent and insofar as existing systems are being modified. It is otherwise not applicable to any unmodified aspect of the existing system; - at all relevant phases of the life-cycle of an application; - for use by railway duty holders and the railway suppliers. It is not required to apply this standard to existing systems which remain unmodified, including those systems already compliant with any former version of EN 50126. The process defined by this European Standard assumes that railway duty holders and railway suppliers have business-level policies addressing Quality, Performance and Safety. The approach defined in this standard is consistent with the application of quality management requirements contained within EN ISO 9001.

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This part 1 of EN 50126 - considers RAMS, understood as reliability, availability, maintainability and safety and their interaction; - considers the generic aspects of the RAMS life cycle. The guidance in this part can still be used in the application of specific standards; - defines: - a process, based on the system life cycle and tasks within it, for managing RAMS; - a systematic process, tailorable to the type and size of the system under consideration, for specifying requirements for RAMS and demonstrating that these requirements are achieved; - addresses railway specifics; - enables conflicts between RAMS elements to be controlled and managed effectively; - does not define: - RAMS targets, quantities, requirements or solutions for specific railway applications; - rules or processes pertaining to the certification of railway products against the requirements of this standard; - an approval process for the railway stakeholders. This part 1 of EN 50126 is applicable to railway application fields, namely Command, Control and Signalling, Rolling Stock and Fixed Installations, and specifically: - to the specification and demonstration of RAMS for all railway applications and at all levels of such an application, as appropriate, from complete railway systems to major systems and to individual and combined subsystems and components within these major systems, including those containing software; in particular: - to new systems; - to new systems integrated into existing systems already accepted, but only to the extent and insofar as the new system with the new functionality is being integrated. It is otherwise not applicable to any unmodified aspects of the existing system; - as far as reasonably practicable, to modifications and extensions of existing systems already accepted, but only to the extent and insofar as existing systems are being modified. It is otherwise not applicable to any unmodified aspect of the existing system; - at all relevant phases of the life cycle of an application; - for use by railway duty holders and the railway suppliers. It is not required to apply this standard to existing systems which remain unmodified, including those systems already compliant with any former version of EN 50126. The process defined by this European Standard assumes that railway duty holders and railway suppliers have business-level policies addressing Quality, Performance and Safety. The approach defined in this standard is consistent with the application of quality management requirements contained within EN ISO 9001.

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This European Standard describes the specific ‘Design for PRM Use’ requirements, ‘for obstacle free routes’ applying to Infrastructure on the Trans-European Network (TEN) and the assessment of those requirements. The following applies for this standard.
   The definitions and requirements describe specific aspects of ‘Design for PRM Use’ required by people with reduced mobility as defined in TSI PRM.
   This standard defines elements which are universally valid for obstacle free routes. The definitions and requirements of this standard are to be used for infrastructure applications.
   This standard covers those requirements relating to Obstacle free routes.
   The standard only refers to aspects of accessibility for PRM passengers it does not define general requirements and general definitions for specific components and systems.
   This standard assumes that the infrastructure is in the defined operating condition, any damages or operating failures will not be taken into account when assessing these requirements.
   This standard will describe these areas with clear and consistent terms and definitions. Measurement methods and/or assessment procedures needed to establish a clear pass/fail assessment are provided where necessary.

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This European Standard describes the specific ‘Design for PRM Use’ requirements for obstacle-free routes applying to infrastructure and the assessment of those requirements. The following applies to this European Standard:
-   The definitions and requirements describe specific aspects of ‘Design for PRM Use’ required by persons with disabilities and persons with reduced mobility as defined in the PRM TSI;
-   This European Standard defines elements which are universally valid for obstacle-free routes. The definitions and requirements of this European Standard should be used for infrastructure applications;
-   This European Standard only refers to aspects of accessibility for PRM passengers, it does not define general requirements and general definitions;
-   This European Standard assumes that the infrastructure is in the defined operating condition;
-   Where minimum or maximum dimensions are quoted these are absolute NOT nominal requirements.
This European Standard contains requirements relating to 'Obstacle-free routes'.

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ISO/TS 22163:2017 specifies requirements for a quality management system when an organization: a) needs to demonstrate its ability to consistently provide products and services that meet customer and applicable statutory and regulatory requirements, and b) aims to enhance customer satisfaction through the effective application of the system, including processes for improvement of the system and the assurance of conformity to customer and applicable statutory and regulatory requirements. All the requirements of this International Standard are generic and are intended to be applicable to any organization, regardless of its type or size, or the products and services it provides.

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  • Technical specification
    72 pages
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2017-05-02 FJD - deletion of a formula and reinsertion of two figures at their approrpiate places; concerns the French and German versions.

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This European Standard describes the specific ‘Design for PRM use’ requirements applying to rolling stock and the assessment of those requirements. The following applies to this standard:
-   The definitions and requirements describe specific aspects of ‘Design for PRM use’ required by persons with disabilities and persons with reduced mobility as defined in the PRM TSI;
-   This standard defines elements which are universally valid for obstacle free travelling including steps for access and egress and boarding aids. The definitions and requirements of this standard are to be used for rolling stock applications;
-   This standard only refers to aspects of accessibility for PRM passengers it does not define general requirements and general definitions;
-   This standard assumes that the vehicle is in the defined operating condition;
-   Where minimum or maximum dimensions are quoted these are absolute NOT nominal
The ‘Accessibility of persons with reduced mobility’ standard is written in two parts:
-   This document is Part 1 and contains:
-   Steps for access and egress
-   Part 2 contains
-   Boarding aids.

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This European Standard describes the specific ‘Design for PRM use’ requirements applying to rolling stock and the assessment of those requirements. The following applies to this standard:
-   the definitions and requirements describe specific aspects of ‘Design for PRM use’ required by persons with disabilities and persons with reduced mobility as defined in the PRM TSI;
-   this standard defines elements which are universally valid for obstacle free travelling including steps for access and egress and boarding aids. The definitions and requirements of this standard are to be used for rolling stock applications;
-   this standard only refers to aspects of accessibility for PRM passengers it does not define general requirements and general definitions;
-   this standard assumes that the vehicle is in the defined operating condition;
-   where minimum or maximum dimensions are quoted these are absolute NOT nominal.
The ‘Accessibility of persons with reduced mobility’ standard is written in two parts:
-   Part 1 contains:
-   steps for access and egress.
-   this document is Part 2 and contains:
-   boarding aids.

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This European standard applies to emission and immunity aspects of EMC for electrical and electronic apparatus and systems intended for use in railway fixed installations for power supply. This includes the power feed to the apparatus, the apparatus itself with its protective control circuits, trackside items such as switching stations, power autotransformers, booster transformers, substation power switchgear and power switchgear to other longitudinal and local supplies.
Filters operating at railway system voltage (for example, for harmonic suppression or power factor correction) are not included in this standard since each site has special requirements. Filters would normally have separate enclosures with separate rules for access. If electromagnetic limits are required, these will appear in the specification for the equipment.
If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard are not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU.
The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified.
Emission and immunity limits are given for items of apparatus which are situated:
a)   within the boundary of a substation which delivers electric power to a railway;
b)   beside the track for the purpose of controlling or regulating the railway power supply, including power factor correction;
c)   along the track for the purpose of supplying electrical power to the railway other than by means of the conductors used for contact current collection, and associated return conductors. Included are high voltage feeder systems within the boundary of the railway which supply substations at which the voltage is reduced to the railway system voltage;
d)    beside the track for controlling or regulating electric power supplies to ancillary railway uses. This category includes power supplies to marshalling yards, maintenance depots and stations;
e)    various other non-traction power supplies from railway sources which are shared with railway traction.
The immunity levels given in this standard apply for:
-   vital equipment such as protection devices;
-   equipment having connections to the traction power conductors;
-   apparatus inside the 3 m zone;
-   ports of apparatus inside the 10 m zone with connection inside the 3 m zone;
-   ports of apparatus inside the 10 m zone with cable length > 30 m.
Apparatus and systems which are in an environment which can be described as residential, commercial or light industry, even when placed within the physical boundary of the railway substation, shall comply with EN 61000 6 1:2007 for immunity and EN 61000 6 3:2007 for emission requirements.
Excluded from the immunity requirements of this standard is power supply apparatus which is intrinsically immune to the tests defined in Tables 1 to 6.
NOTE   An example is an 18 MVA 230 kV to 25 kV power supply transformer.
These specific provisions are to be used in conjunction with the general provisions in EN 50121 1.
This part of the standard covers requirements for both apparatus and fixed installations. The sections for fixed installations are not relevant for CE marking.

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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.

  • Amendment
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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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This European standard outlines the structure and the content of the whole set.
It specifies the performance criteria applicable to the whole standards series.
Clause 5 provides information about the EMC management.
This part alone is not sufficient to give presumption of conformity to the essential requirements of the EMC-Directive and is intended to be used in conjunction with other parts of this standard.
Annex A describes the characteristics of the railway system which affect electromagnetic compatibility (EMC) behaviour.
Phenomena excluded from the set are Nuclear EM pulse, abnormal operating conditions (e.g. fault conditions) and the induction effects of direct lightning strike.
Emission limits at the railway system boundary do not apply to intentional transmitters within the railway system boundaries.
Safety considerations are not covered by this set of standards.
The biological effects of non-ionizing radiation as well as apparatus for medical assistance, such as pacemakers, are not considered here.

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This European Standard applies to signalling and telecommunication apparatus that is installed inside the railway environment. Signalling and telecommunication apparatus mounted in vehicles is covered by FprEN 50121 3 2:2016, signalling and telecommunication apparatus installed inside the substation and connected to substation equipment is covered by FprEN 50121 5:2016.
This European Standard specifies limits for emission and immunity and provides performance criteria for signalling and telecommunications (S&T) apparatus (including power supply systems belonging to S&T) which may interfere with other apparatus inside the railway environment, or increase the total emissions for the railway environment and so risk causing Electro-Magnetic Interference (EMI) to apparatus outside the railway system.
The requirements specified given in this standard apply for:
—   vital equipment such as interlocking or command and control;
—   apparatus inside the 3 m zone;
—   ports of apparatus inside the 10 m zone with connection inside the 3 m zone;
—   ports of apparatus inside the 10 m zone with cable length > 30 m.
Other apparatus not covered by at least one of these given cases should be in compliance with EN 61000 6 2.
If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard are not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU.
Immunity limits do not apply in the exclusion bands as defined in the corresponding EMC related standard for radio equipment.
The standard does not specify basic personal safety requirements for apparatus such as protection against electric shock, unsafe operation, insulation co-ordination and related dielectric tests. The requirements were developed for and are applicable to this set of apparatus when operating under normal conditions. Fault conditions of the apparatus have not been taken into account.
The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified.
For products in the scope of EN 61000 3 2, EN 61000 3 3, EN 61000 3 11 or EN 61000 3 12 the requirements of those standards also apply.
These specific provisions are to be used in conjunction with the general provisions in FprEN 50121 1:2016.
The immunity and emission levels do not of themselves guarantee that the integration of apparatus will necessarily be satisfactory. The standard cannot cover all the possible configurations of the apparatus, but the test levels are sufficient to achieve satisfactory EMC in the majority of cases.

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This European Standard is intended to define the electromagnetic environment of the whole railway system including urban mass transit and light rail system. It describes the measurement method to verify the emissions, and gives the cartography values of the fields most frequently encountered.
This European Standard specifies the emission limits of the whole railway system to the outside world.
The emission parameters refer to the particular measuring points defined in Clause 5. These emissions should be assumed to exist at all points in the vertical planes which are 10 m from the centre lines of the outer electrified railway tracks, or 10 m from the fence of the substations.
Also, the zones above and below the railway system may be affected by electromagnetic emissions and particular cases need to be considered individually.
These specific provisions need to be used in conjunction with the general provisions in EN 50121-1.
For existing railway lines, it is assumed that compliance with the emission requirements of EN 50121-3-1, EN 50121-3-2, EN 50121-4 and EN 50121 5 will ensure the compliance with the emission values given in this part.
For newly build railway systems it is best practice to provide compliance to the emission limits given in this part of the standard (as defined in the EMC plan according to EN 50121-1).

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The scope of this Technical Report is the definition of the functional interface between TDC and DMIs. See Figure 1 - TDC DMI functional interface.
The DMIs are those defined and considered in CLC/TR 50542-1.
The TDC is defined in CLC/TR 50542-1.
NOTE   The conversion of physical signals into numerical representation is out of the scope.

  • Technical report
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The scope of this document is the definition of the functional interface between TDC and other train systems. These other train systems are the train systems (different from ETCS (Subset 121) and DMIs) from the TDC point of view.
The functional interface deals with data exchanged between TDC and these train systems.
The TDC is defined in document CLC/TR 50542-1.

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    11 pages
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This European Standard applies to emission and immunity aspects of EMC for electrical and electronic apparatus and systems intended for use in railway fixed installations for power supply. This includes the power feed to the apparatus, the apparatus itself with its protective control circuits, trackside items such as switching stations, power autotransformers, booster transformers, substation power switchgear and power switchgear to other longitudinal and local supplies. Filters operating at railway system voltage (for example, for harmonic suppression or power factor correction) are not included in this standard since each site has special requirements. Filters would normally have separate enclosures with separate rules for access. If electromagnetic limits are required, these will appear in the specification for the equipment. If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard are not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU. The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified. Emission and immunity limits are given for items of apparatus which are situated: a) within the boundary of a substation which delivers electric power to a railway; b) beside the track for the purpose of controlling or regulating the railway power supply, including power factor correction; c) along the track for the purpose of supplying electrical power to the railway other than by means of the conductors used for contact current collection, and associated return conductors. Included are high voltage feeder systems within the boundary of the railway which supply substations at which the voltage is reduced to the railway system voltage; d) beside the track for controlling or regulating electric power supplies to ancillary railway uses. This category includes power supplies to marshalling yards, maintenance depots and stations; e) various other non-traction power supplies from railway sources which are shared with railway traction. The immunity levels given in this standard apply for: - vital equipment such as protection devices; - equipment having connections to the traction power conductors; - apparatus inside the 3 m zone; - ports of apparatus inside the 10 m zone with connection inside the 3 m zone; - ports of apparatus inside the 10 m zone with cable length > 30 m. Apparatus and systems which are in an environment which can be described as residential, commercial or light industry, even when placed within the physical boundary of the railway substation, shall comply with EN 61000 6 1:2007 for immunity and EN 61000 6 3:2007 for emission requirements. Excluded from the immunity requirements of this standard is power supply apparatus which is intrinsically immune to the tests defined in Tables 1 to 6. NOTE An example is an 18 MVA 230 kV to 25 kV power supply transformer. These specific provisions are to be used in conjunction with the general provisions in EN 50121 1. This part of the standard covers requirements for both apparatus and fixed installations. The sections for fixed installations are not relevant for CE marking.

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This part of IEC 62625 covers the standardized test methods for verifying the compliance of
an On board Driving Data Recording System implementation with the requirements specified
by IEC 62625-1.
Furthermore, it covers the conformity testing criteria for designed and manufactured ODDRS.
This part of IEC 62625 includes the list of the requirements specified by IEC 62625-1 and the
relevant acceptance conditions for ODDRS at design review, type test and routine test
phases. For the train level design review and train level test phases, this part provides
guidelines for the conformity testing methods to be applied to the ODDRS installed on the
train.
This part does not cover the conformity assessment schemes that, according to ISO/IEC
Directives Part 2, are the responsibility of ISO policy committee “Committee on conformity
assessment” (ISO/CASCO). Consequently, this part does not include elements related to
conformity assessment aspects other than design review and testing provisions for the
products, processes or services which implements the requirements specified in IEC 62625-1.
This part does not delete, change or interpret the general requirements for conformity
assessment procedures and vocabulary detailed in ISO/IEC 17000.

  • Standard
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This European Standard describes the specific ‘Design for PRM use’ requirements applying to
both infrastructure and rolling stock and the assessment of those requirements. The following
applies to this standard:
— The definitions and requirements describe specific aspects of ‘Design for PRM use’ required
by persons with disabilities and persons with reduced mobility as defined in the PRM TSI.
— This standard defines elements that are universally valid for obstacle free travelling
including lighting, contrast, tactile feedback, transmission of visual and acoustic
information. The definitions and requirements of this standard cover the infrastructure and
rolling stock applications.
— This standard only refers to aspects of accessibility for PRM passengers it does not define
non PRM related requirements and definitions.
— This standard assumes that the infrastructure or rolling stock is in its defined operating
condition.
— Where minimum or maximum dimensions are quoted these are absolute NOT nominal
requirements.
The ‘General requirements’ standard is written in three parts:
— This document is Part 1 and contains
— contrast;
— Part 2 contains
— spoken information;
— written information;
— tactile information;
— pictograms;
— Part 3 contains
— lighting;
— low reflective properties;
— transparent obstacles;
— slip resistance.

  • Standard
    61 pages
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This European Standard describes the specific ‘Design for PRM use’ requirements applying to
both infrastructure and rolling stock and the assessment of those requirements. The following
applies to this standard:
— The definitions and requirements describe specific aspects of ‘Design for PRM use’ required
by persons with disabilities and persons with reduced mobility as defined in the PRM TSI.
— This standard defines elements which are universally valid for obstacle free travelling
including lighting, contrast, tactile feedback, transmission of visual and acoustic
information. The definitions and requirements of this standard cover the infrastructure and
the rolling stock applications.
— This standard only refers to aspects of accessibility for PRM passengers it does not define
non PRM related requirements and definitions.
— This standard assumes that the infrastructure or rolling stock is in its defined operating
condition.
— Where minimum or maximum dimensions are quoted these are absolute NOT nominal
requirements.
The ‘General requirements’ standard is written in three parts:
— Part 1 contains
— contrast;
— This document is Part 2 and contains
— spoken information;
— written information;
— tactile information;
— pictograms;
— Part 3 contains
— lighting;
— low reflective properties;
— transparent obstacles;
— slip resistance.
Terms and definitions for systems and components
The task is to describe clear and consistent terms and definitions. Where measurement methods and/or assessment procedures are needed to allow a clear pass/fail assessment, this task shall be done as well.
Existing European standards shall be taken into account for this work.

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    92 pages
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This European standard describes the specific ‘Design for PRM use’ requirements applying to
both infrastructure and rolling stock and the assessment of those requirements. The following
applies to this standard:
— The definitions and requirements describe specific aspects of ‘Design for PRM use’ required
by persons with disabilities and persons with reduced mobility as defined in the PRM TSI.
— This standard defines elements that are universally valid for obstacle free travelling
including lighting, contrast, tactile feedback, transmission of visual and acoustic
information. The definitions and requirements of this standard cover the infrastructure and
rolling stock applications.
— This standard only refers to aspects of accessibility for PRM passengers it does not define
non PRM related requirements and definitions.
— This standard assumes that the infrastructure or rolling stock is in its defined operating
condition.
— Where minimum or maximum dimensions are quoted these are absolute NOT nominal
requirements.
The ‘General requirements’ standard is written in three parts:
— Part 1 contains:
— contrast.
— Part 2 contains:
— spoken information;
— written information;
— tactile information;
— pictograms.
— This document is Part 3 and contains:
— lighting;
— low reflective properties;
— transparent obstacles;
— slip resistance.

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