The objective of this document is to provide an overview of the SCCs requirements captured from the current legislation and the actors involved in their fulfilment.
In addition, this document aims to promote a common understanding of those requirements together with practical arrangements to fulfil them in a proper way and giving guidance for the SCCs identification and management.
The objective of the document is neither to produce an applicable list of SCCs nor to provide for examples of SCCs.
This document is applicable to vehicles only. The definition of "vehicle" is as in Art. 3(21) of the Safety Directive [3].

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This document applies to elastomer-mechanical parts, as defined in ISO 22749-1. This document specifies: —   approval procedure to be implemented by the customer; —   guidelines for qualification of the product with specified requirements; —   quality monitoring of rubber and rubber to metal parts in manufacture. This document does not apply to: —   rubber diaphragms for pneumatic suspension springs; —   elastic parts of buffing and drawgear springs; —   diaphragms, bellows and seals; —   hoses and tubings; —   transmission belts.

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This document defines the classification, technical requirements, and markings for the following bodyside windows: standard windows: standard fixed windows; standard movable windows; emergency windows: emergency escape windows; emergency access windows. NOTEÂ Â Â Â Â Â In certain situations, emergency escape windows and emergency access windows are the same window. This document applies to bodyside windows constructed from glazing materials only. This document sets out requirements that apply to the glazing with its associated mounting arrangement. This document applies to all windows mounted to the side of all types of railway vehicles, including heavy and urban rail vehicles. This includes windows mounted on the side of saloons, restaurant/buffet cars, vestibules, toilets, driving cabs, crew compartments and technical rooms. This document does not apply to on-track machines.

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IEC 61375-2-8:2021 applies to all equipment and devices implemented according to IEC 61375-2-3:2015, IEC 61375-2-5:2014 and IEC 61375-3-4:2014, i.e. it covers the procedures to be applied to such equipment and devices when the conformance should be proven. The applicability of this document to a TCN implementation allows for individual conformance checking of the implementation itself, and is a pre-requisite for further interoperability checking between different TCN implementations.

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This document establishes definitions and evaluation methods for wheel-rail contact geometry parameters influencing the vehicle running dynamic behaviour:
-   the rolling radius difference between the two wheels of a wheelset (Δr-function) which serves as a basis for all further calculations;
-   the equivalent conicity function from which are derived:
-   a single equivalent conicity value for a specified amplitude which is relevant for the assessment of vehicle running stability on straight track and in very large radius curves according to EN 14363;
-   the nonlinearity parameter which characterizes the shape of this function and is related to the vehicle behaviour particularly in the speed range close to the running stability limit;
-   the rolling radii coefficient which is used to describe the theoretical radial steering capability of a wheelset in a curved track.
Additional information is given about the relationship between the contact angles of the two wheels of a wheelset (Δtanγ-function) and about the roll angle parameter.
NOTE   Out of the presented parameters only those related to the contact angle are relevant for independently rotating wheels of wheel pairs.
Descriptions of possible calculation methods are included in this document. Test case calculations are provided to achieve comparable results and to check the proper implementation of the described algorithms.
To validate alternative methods not described in this document acceptance criteria are given for the equivalent conicity function. This includes reference profiles, profile combinations, tolerances and reference results with tolerance limits.
This document also includes minimum requirements for the measurement of wheel and rail profiles as well as of the parameters needed for the transformation into a common coordinate system of right- and left-hand profiles.
This document does not define limits for the wheel-rail contact geometry parameters and gives no tolerances for the rail profile and the wheel profile to achieve acceptable results.
For the application of this document some general recommendations are given.

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This document specifies requirements for the shore supply system for auxiliaries and pre-conditioning and the related intermateable connector pairs. This standard specifies the characteristics of the connectors in order to achieve interoperability at the rolling-stock/shore power supply interface.
This document does not apply to shore supplies to move the rolling stock.

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This document specifies the measurement method and conditions to obtain reproducible noise levels
on-board all kinds of vehicles operating on rails or other types of fixed track, hereinafter conventionally
called “unit”, except for track maintenance vehicles in working modes.
This document is applicable to type testing. It does not include all the instructions to carry out
monitoring testing or evaluation of noise exposure of passengers or drivers over a whole journey.
This document is not applicable to guided buses.
It provides measurement procedures for vehicle interior noise (in general, a vehicle type test is carried
out using only a selected subset of these tests):
— when the vehicle is moving at constant speed;
— when the vehicle is stationary;
— when the vehicle is accelerating or decelerating;
— in the driver's cab when an external warning horn is sounding (specifically required for European
Union regulation application)
It does not provide measurement procedures for:
— audibility or intelligibility of any audible signals;
— assessment of warning devices other than warning horns.
The assessment of noise exposure of train crew due to operational conditions is not in the scope of this
document.
The results can be used, for example:
— to characterise the noise inside these units;
— to compare the internal noise of various units on a particular track section;
— to collect basic source data for units.
The test procedures specified in this document are of engineering grade (grade 2), the preferred grade
for noise declaration purposes as defined in ISO 12001. If test conditions are relaxed, for example as
they are for monitoring of in-service trains, then the results are no longer of engineering grade.
The procedures specified for accelerating and decelerating tests are of survey grade (grade 3).

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This document applies to elastomer-mechanical parts designed to be fitted on railway vehicles and similar vehicles running on dedicated tracks with permanent guide systems, whatever the type of rail and the running surface. Typical applications of the elastomer-mechanical parts include: —   vehicle suspension systems; —   equipment mounting systems; —   joints (e.g. end-mountings of dampers, rubber-based bearings, elastomer-mechanical parts used on mechanical couplings); —   limit stops. These parts can be: —   made entirely of elastomer, operating on their own or in combination with other elastic parts; —   made up of elastomer and other materials, adherent together or not. This document specifies characteristics that rubber and rubber to metal parts are to achieve, together with applicable inspection and test methods to be carried out for verification. This document does not apply to: —   rubber diaphragms for pneumatic suspension springs; —   elastic parts of buffing and drawgear springs; —   diaphragms, bellows and seals; —   hoses and tubings; —   transmission belts.

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This document defines the external front and rear visibility conditions for cabs of tram vehicles and the associated assessment method.
The requirements of this document apply to vehicles operating on tram networks.
This document does not apply to refurbishment of existing vehicles.
This document does not apply to driver's auxiliary cabs.

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This document applies to all electronic equipment for control, regulation, protection, diagnostic, energy
supply, etc. installed on rail vehicles.
For the purpose of this document, electronic equipment is defined as equipment composed of electronic
components (e.g. resistors, capacitors, transistors, diodes, integrated circuits, hybrids, application
specific integrated circuits, wound components and relays), and recognized associated components
(e.g. connectors, mechanical parts). These components are mainly mounted on printed circuit boards.
Sensors (e.g. current, voltage, speed) and semiconductor drive units for power electronic devices are
covered by this standard. Complete semiconductor drive units and power converters are covered by
EN 61287-1.
This document covers the requirements for operating conditions, design, documentation, testing and
integration of electronic equipment, as well as hardware and software requirements considered
necessary for compliant and reliable equipment.
Specific requirements related to practices necessary to ensure defined safety integrity level or functional
safety are not covered by this document. Nevertheless, this document applies to the hardware of all
rolling stock electronic equipment or systems performing safety-related functions.
The software requirements for on-board railway equipment are specified by EN 50657.

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The document specifies the tests for the current collectors to enable current collection from the third or fourth rail system as well as associated fuses and short circuit devices. It also specifies the general assembly characteristics to be applied to current collectors. This document is applicable to all types of vehicles with third or fourth rail current collectors. This document does not apply to roof mounted pantographs.

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This document specifies the minimum requirements for ergonomic and structural integrity of steps and handrails used together to give staff access to freight wagons. It does not cover ladders, top platforms and top gangways.
It defines in particular the required spaces necessary for shunter handrails, for shunter’s stand, for steps and handrails.
This document also defines their dimensions, positions, limits for durability and functionality.
It also defines the general requirements for the access to tail lights for freight wagons.

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The scope of this document is to guide users of the EN 45545 series, particularly EN 45545 2:2013+A1:2015 and EN 45545 5:2013+A1:2015, in the application of these standards in designing and assessing NiCd batteries on board trains for their fire protection measures.
The scope of this document excludes any new requirements, considering only the requirements stated by the above listed standards.
However, EN 45545 being generic requirements and not specifically referred to NiCd batteries, this guide helps the application for those batteries.

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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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This European Standard describes a process to demonstrate compatibility between Rolling Stock (RST) and Train Detection Systems (TDS) for specific routes. It references the methods of measurement of interference currents and magnetic fields, the methods of measurement of the susceptibility of train detection systems and the characterization of traction power supplies. The process described in this standard is equally applicable to mainline, lightrail and metro type railways.
The basic parameters of compatibility for mainline railways are covered by the ERA Interface document (ERA/ERTMS/033281).
It should be noted that the demonstration of compatibility between the rolling stock and infrastructure with respect to physical dimensions is not detailed in this standard.
Under the Interoperability Directive, two stages of compatibility are defined. The first stage is for authorization for putting into service against generic limits, and the second stage - for putting into use, when specific limits for compatibility with TDS are addressed which are outside the general limits or non interoperable TDS are installed on the line over which the RST will run.
Compatibility requirements for non-mainline or isolated light rail/metro type lines are addressed in one stage of authorization.
This European Standard is not generally applicable to those combinations of rolling stock, traction power supply and train detection system which were accepted as compatible prior to the issue of this European Standard. However, as far as is reasonably practicable, this European Standard may be applied to modifications of rolling stock, traction power supply or train detection systems which may affect compatibility.

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IEC 62973-4:2021 applies to secondary sealed nickel-metal hydride battery technologies for auxiliary power supply systems used on rolling stock.
This document specifies the requirements of the characteristics and tests for the sealed nickel-metal hydride cells and supplements IEC 62973-1 which applies to any rolling stock types (e.g. light rail vehicles, tramways, streetcars, metros, commuter trains, regional trains, high speed trains, locomotives, etc.). Unless otherwise specified, the requirements of IEC 62973-1 apply. This document also specifies the requirements of the interface between the batteries and the battery chargers. This document is to be used in conjunction with IEC 62675, IEC 63115-1 and IEC 63115-2.

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1.1   General
This document deals with the technical requirements to minimize the specific railway hazards of self-propelled road-rail machines -henceforward referred to as machines - and associated equipment, which can arise during the commissioning, operation and maintenance of the machines when carried out in accordance with the specification given by the manufacturer or his authorized representative.
These risks are normally common regardless of the track gauge.  However, additional requirements can apply for travelling and working on infrastructures with narrow gauge or broad gauge lines, railways utilizing other than adhesion between the rail and rail wheels and underground infrastructures.
This document is also applicable for machines and associated equipment that in working configuration are partly supported on the ballast or the formation. Such machines are capable of independent self-propelled movement on the ground.
This document does not apply to the following:
-   the requirements for quality of the work or performance of the machine;
-   the specific requirements established by the machine operator for the use of machines, which will be the subject of negotiation between the manufacturer and the Infrastructure Manager;
-   moving and working while not on rails;
-   separate machines temporarily mounted on machines and associated equipment;
-   demountable machines as defined in 3.2;
-   trailers as defined in 3.3, including road-rail trailers.
Vehicles which are not track-guided themselves but have attachments that are track-guided are not road-rail machines.
The requirements within this document are amended and added to by the requirements in FprEN 15746-4 for machines designed and intended to use urban rail.
This document does not establish the additional requirements for the following:
-   operation subject to special rules, e.g. potentially explosive atmospheres;
-   hazards due to natural causes, e.g. earthquake, lightning, flooding;
-   working methods;
-   operation in severe working conditions requiring special measures, e.g. work in tunnels or in cuttings, extreme environmental conditions such as: freezing temperatures, high temperatures, corrosive environments, tropical environments, contaminating environments, strong magnetic fields;
-   hazards due to errors in software;
-   hazards occurring when used to handle suspended loads which may swing freely.
For a road-rail machine it is assumed that an EU road permissible host vehicle will offer an accepted safety level for its designed basic functions before conversion. Unless explicitly stated otherwise in a particular clause this specific aspect is not dealt with in this European Standard.
Other track construction and maintenance machines used on railway tracks are dealt with in other European Standards, see Annex F.
1.2   Validity of this document
This document applies to all machines which are ordered one year after the publication date by CEN of this document.

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1.1   General
This document specifies the technical requirements to minimize the specific railway hazards of self-propelled road-rail machines - henceforward referred to as machines - and associated equipment, intended for use on urban rail. These hazards can arise during the commissioning, the operation and the maintenance of machines when carried out in accordance with the specification given by the manufacturer or his authorized representative. Where a machine is designed and intended for use on mainline and urban rail, the machine will comply with the most onerous conditions of FprEN 15746-1 and FprEN 15746-4. In all cases the machine will comply with the requirements set out in FprEN 15746-2.
The requirements in this document amend those in FprEN 15746-1 as required for the use of the machine on urban railways.
This document does not apply to the following:
-   the requirements for quality of the work or performance of the machine;
-   the specific requirements established by the machine operator for the use of machines, which will be the subject of negotiation between the manufacturer and the Urban Rail Manager;
-   moving and working while not on rails;
-   separate machines temporarily mounted on machines and associated equipment.
This document does not establish the additional requirements for the following:
-   operation subject to special rules, e.g. potentially explosive atmospheres;
-   hazards due to natural causes, e.g. earthquake, lightning, flooding;
-   working methods;
-   operation in severe working conditions requiring special measures, e.g. extreme environmental conditions such as: freezing temperatures, high temperatures, corrosive environments, tropical environments, contaminating environments, strong magnetic fields;
-   hazards occurring when used to handle suspended loads which may swing freely.
For a road-rail machine it is assumed that an EU road permissible host vehicle will offer an accepted safety level for its designed basic functions before conversion. Unless explicitly stated otherwise in a particular clause this specific aspect is not dealt with in this European Standard.
Other track construction and maintenance machines used on railway tracks are dealt with in other European Standards, see Annex B.
1.2   Scope of urban rail
Urban rail systems cover Urban Guided Transport systems (UGT) and might include other rail systems excluded from the scope of the Interoperability Directive 2008/57/EC (Article 1.3 (a) and (b)).
Urban Guided Transport systems (UGT), which cover metro, tram and light rail, are defined as public transport systems permanently guided at least by one rail, intended for the operation of local, urban and suburban passenger services with self-propelled vehicles and operated either segregated or not from general road and pedestrian traffic.
Categories of urban rail systems include:
-   (I) Metros: UGT systems operated on their own right of way and segregated from general road and pedestrian traffic. They are consequently designed for operations in tunnel, viaducts or on surface level but with physical separation in such a way that inadvertent access is not possible. In different parts of the world, Metro systems are also known as the underground, the subway or the tube. Rail systems with specific construction issues operating on a segregated guideway (e.g. monorail, rack railways) are also treated as Metros as long as they are designated as part of the urban public transport network.
-   (II) Trams: UGT systems not segregated from general road and pedestrian traffic, which share their right of way with general road and/or pedestrian traffic and are therefore embedded in their relevant national road traffic legislation (highway codes and specific adaptations).
(...)

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1.1   General
This document deals with the technical requirements to minimize the specific railway hazards of self-propelled road-rail machines, as defined in FprEN 15746-1:2019, 3.1, henceforward referred to as machines, when designed and intended for running on European railways within the scope of European Directive 2007/58/EC.
The running mode is an option designed by the manufacturer which permits the use of the machine on a specified railway infrastructure without the need for special operational rules.
NOTE 1   The use of special track safety equipment (i.e. part of automatic train protection systems) does not necessarily mean that the machine has a running mode; some Infrastructure Managers use such equipment as means of protection for machines in travelling and/or working modes.
NOTE 2   This document is written for 1 435 mm nominal track gauge, special requirements can apply for running on infrastructures with narrow gauge or broad gauge lines.
Urban rail and railways utilizing other than adhesion between the rail and wheels are not included in this document.
This document does not apply to the following:
-   the specific requirements established by the machine operator for the use of machines, which will be the subject of negotiation between the manufacturer and the Infrastructure Manager;
-   travelling and working both on and off rails;
-   running on urban rail.
For a road-rail machine it is assumed that an EU road permissible host vehicle will offer an accepted safety level for its designed basic functions before conversion. Unless explicitly stated otherwise in a particular clause this specific aspect is not dealt with in this European Standard.
1.2   Validity of this document
This document applies to all machines which are within the scope of the Commission Regulation (EU) No 1302/2014 for locomotives and passenger rolling stock.

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1.1   General
This document specifies the significant hazards, hazardous situations and events, common to self-propelled road-rail machines - henceforward referred to as machines - and associated equipment, arising due to the adaptation for their use on railway networks and urban rail networks. These machines are intended for construction, maintenance and inspection of the railway infrastructure, shunting and emergency rescue vehicles, when they are used as intended and under conditions of misuse which are reasonably foreseeable by the manufacturer; see Clause 4.
This document deals with the common hazards during assembly and installation, commissioning, travelling on and off track, use including setting, programming, and process changeover, operation, cleaning, fault finding, maintenance and de-commissioning of the machines.
NOTE   Specific measures for exceptional circumstances are not dealt with in this document. They can be subject to negotiation between manufacturer and the machine operator.
The common hazards dealt with include the general hazards presented by the machines, also the hazards presented by the following specific machine functions:
a)   excavation;
b)   ballast tamping, ballast cleaning, ballast regulating, ballast consolidating;
c)   track construction, renewal, maintenance and repair;
d)   lifting;
e)   overhead contact line system renewal / maintenance;
f)   maintenance of the components of the infrastructure;
g)   inspection and measurement of the components of the infrastructure;
h)   working in tunnels;
i)   shunting;
j)   vegetation control;
k)   emergency rescue and recovery;
during commissioning, use, maintenance and servicing.
For a road-rail machine it is assumed that an EU road permissible host vehicle will offer an accepted safety level for its designed basic functions before conversion. Unless explicitly stated otherwise in a particular clause this specific aspect is not dealt with in this European Standard.
This document does not deal with:
1)   requirements with regard to the quality of work and the performance of the machine;
2)   machines that utilize the contact line system for traction purposes;
3)   specific requirements established by a railway Infrastructure Manager or Urban Rail Manager;
4)   negotiations between the manufacturer and the machine operator for additional or alternative requirements;
5)   requirements for use and travel of the machine on public highway;
6)   hazards due to air pressure caused by the passing of high-speed trains at more than 190 km/h;
7)   requirements which could be necessary in case of use in extreme conditions, such as extreme ambient temperatures (tropical or polar); see 5.30;
8)   highly corrosive or contaminating environment, e.g. due to the presence of chemicals;
9)   potentially explosive atmospheres.
Other special machines used on railway tracks are dealt with in other European Standards, see Annex E.

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This document provides terms and definitions and is applicable to rail networks and rail vehicles.
This document is especially applicable as a reference for future European Standards and the revision of existing standards and represents a set of general technical terms and definitions.
This document does not apply to specific applications such as:
-   track construction and maintenance machines not travelling on rails;
-   road-rail machines not travelling on rails;
-   magnetic levitation transport networks and vehicles;
-   guided busways;
-   historical networks and vehicles.
Terms and definitions related to:
-   control command and signalling;
-   operation;
-   geographical aspects
are not in scope.

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The scope of this document is to define requirements for the shore supply system for auxiliaries and pre-conditioning and the related intermateable connector pairs.
Shore supplies to move the rolling stock are outside the scope of this document.

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This series of standards applies to welding of metallic materials in the manufacture and maintenance of railway vehicles and their components.
This part of the series defines the classification levels as well as the requirements for manufacturers of welded railway vehicles and components.

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Unchanged with respect to the current edition CLC/TS 50238-2:2015.
Scope of the revision:
- to include the corrigendum CLC/TS 50238-2:2015/AC:2016-07,
- to correct editorial errors and to align definition of terms with EN 50238 series, EN 50617 series, IEV 60050-
811:2017 and IEV 60050-821:2017,
- to update Annex A "Interference current limits for Rolling Stock"
- to review the need of Annex B "Rolling Stock Interference Evaluation methods"

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This document specifies the assessment of Fire Containment and Control Systems (FCCS) and associated fire detection systems for railway vehicles as an alternative to the fire barriers specified in EN 45545-3.
This document describes:
- assessment of installation and capability of fire detection system;
- assessment of interaction between fire detection system and FCCS;
- application and limitations of assessment process (mock-up or real scale test).
This document considers any additional assessment requirements when vehicle designs which have already been assessed as acceptable to this document are modified, or when new design variants, which have an impact on FCCS, are made which are based on an existing design.
This document is applicable to any railway vehicle, where fire detection systems and/or Fire Control and Containment Systems are used.
This document defines performance requirements and verification and validation requirements for systems whose objective is to detect and control or contain the effect of fire in order to create a protected area within the railway vehicle until passengers and staff can be evacuated from the railway vehicle. It is additionally assumed that the new railway vehicles comply with EN 45545-2 (material properties) and EN 45545-4 (design rules) in order to achieve the safety requirements defined in EN 45545.

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This part of EN 45545 specifies the reaction to fire performance requirements for materials and products used on railway vehicles as defined in EN 45545-1.
The operation and design categories defined in EN 45545-1 are used to establish hazard levels that are used as the basis of a classification system.
For each hazard level, this part specifies the test methods, test conditions and reaction to fire performance requirements.
It is not within the scope of this European Standard to describe measures that ensure the preservation of the vehicles in the event of a fire.

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For the purpose of demonstrating compatibility between rolling stock and axle counter detectors, this document defines the interference limits and evaluation methods to verify rolling stock emissions. Wheel sensors and crossing loops are not covered by this document.
This document gives recommended individual limits to be applied to establish compatibility between RST and all selected types of axle counter detectors, including any covered by national standards.
The list of selected types of axle counters and their limits for compatibility are drawn on the basis of established performance criteria. It is expected that the trend for newly signalled interoperable lines will be fitted with types that meet the compatibility limits published in the TSI CCS Interfaces Document (ERA/ERTMS/033281).
To ensure adequate operational availability, it is essential that the rolling stock complies with the defined limits; otherwise, the established availability of the valid output function of axle counter detectors may be compromised.
NOTE   The influences from metal parts or inductively coupled resonant circuits on the vehicle, eddy current brakes or magnetic brakes, are not covered by this document but are considered on the basis of national technical specifications.

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This European standard describes the type test assessment method for acoustic signals at passenger external doors applying to rolling stock. The following applies to this standard: - this standard refers to acoustical passenger information indicating the release, opening and closing of passenger doors; - this standard is applicable to tonal signals with defined frequency components; - this standard is not applicable to spoken information.
NOTE 1   Acoustic door signals in terms of TSI compliance are defined in EN 16584-2 "Design for PRM use".
NOTE 2   Acoustic doors signals in terms of door system function are described in EN 14752.

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In addition to the general requirements of IEC 60077-2, this part of IEC 60077 gives rules for
AC circuit-breakers, the main contacts of which are connected to AC overhead contact lines;
the nominal voltage of these circuits being in accordance with IEC 60850.
This document, together with IEC 60077-2, states specifically:
a) the characteristics of the circuit-breakers;
b) the service conditions with which circuit-breakers comply with reference to:
– operation and behaviour in normal service;
– operation and behaviour in short-circuit;
– dielectric properties;
c) the tests for confirming the compliance of the components with the characteristics under
the service conditions and the methods to be adopted for these tests;
d) the information to be marked on, or given with the circuit-breaker.
NOTE 1 Circuit-breakers which are dealt with in this document can be provided with devices for automatic
opening under pre-determined conditions other than those of overcurrent, for example, undervoltage and reversal
of power flow direction. This document does not deal with the verification of operation under such predetermined
conditions.
NOTE 2 The incorporation of electronic components or electronic sub-assemblies into electrotechnical components
is now common practice.
Although this document is not applicable to electronic equipment, the presence of electronic components does not
provide a reason to exclude such electrotechnical components from the scope.
Electronic sub-assemblies included in the circuit-breakers comply with the relevant standard for electronics
(IEC 60571).
NOTE 3 Certain of these rules, after agreement between the user and the manufacturer, are used for
electrotechnical components installed on vehicles other than rail rolling stock such as mine locomotives,
trolleybuses, etc. In this case, particular additional requirements can be necessary.
This document does not cover industrial circuit-breakers which comply with IEC 62271-100.
For these, in order to ensure satisfactory operation, this document is used to specify only the
particular requirements for rolling stock. In such cases, a specific document states the
additional requirements with which the industrial circuit-breakers comply, for example:
– either to be adapted (e.g. for control voltage, environmental conditions, etc.);
– or to be installed and used so that they do not have to endure specific rolling stock
conditions;
– or to be additionally tested to prove that these components can withstand satisfactorily the
rolling stock conditions.

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This part of IEC 62290 specifies the system architecture for Urban Guided Transport
Management and Command/Control systems (UGTMS) as defined in IEC 62290-1 and
IEC 62290-2, and the allocation of functions and requirements defined in IEC 62290-2 to the
different UGTMS subsystems (designated as system constituents in IEC 62290-1 and
IEC 62290-2), for use in urban guided passenger transport lines and networks.
This document is applicable for new lines or for upgrading existing signalling and command
control systems.
This document is applicable to applications using:
• continuous data transmission
• continuous supervision of train movements by train protection profile
• localisation by reporting trains, and optionally by external wayside equipment for nonreporting
ones (e.g. in case of mixed operation or degraded operation)
This document is not applicable to existing command and control systems or projects in
progress prior to the effective date of this document.
The functional allocations of the UGTMS subsystems are mandatory (forming a sort of core
system) or optional, according to the mandatory/optional functions and requirements defined
in IEC 62290-2.
This document is applicable as a basis to define FIS and FFFIS. For specific applications,
some elements may be added to meet the requirements coming from additional functions or
equipment.

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This document specifies a general approach for achieving thermal comfort for passenger compartments or saloons of railway vehicles (single level or double-decker) such as main line, regional/suburban and urban vehicles used in public transportation services. This document also describes guidelines to specify conditions, performance values and the comfort parameter measurement methods for compartments, saloons and local annexes. This document does not apply to the thermal comfort of the cab driver.

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In addition to the general requirements of NEN-EN-IEC 60077-2, NEN-EN-IEC 60077-3 gives the rules for circuit-breakers, the main contacts of which are connected to DC power and/or auxiliary circuits. The nominal voltage of these circuits does not exceed 3 000 V DC according to IEC 60850. This part of IEC 60077, together with IEC 60077-2, states specifically: a) the characteristics of the circuit-breakers; b) the service conditions with which circuit-breakers complies with reference to: - operation and behaviour in normal service; - operation and behaviour in the case of short circuit; - dielectric properties; c) the tests for confirming the compliance of the components with the characteristics under the service conditions and the methods to be adopted for these tests; d) the information to be marked on, or given with, the circuit breaker.

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The purpose of NEN-EN-IEC 60077-5 is to give additional or amended rules for high voltage (HV) fuses as a supplement to those given by IEC 60077-2. The high voltage fuses concerned are those connected into power and/or auxiliary circuits. The nominal voltage of these circuits lies between 600 V DC and 3 000 V DC, according to IEC 60850. These fuses can also be used in auxiliary AC circuits up to a nominal voltage of 1500 V. This document together with IEC 60077-2 states specifically: a) the characteristics of the fuses; b) the service conditions with which the fuses comply with reference to: - operation and behaviour in normal service; - operation and behaviour in case of short circuit; - dielectric properties. c) the tests intended for confirming the compliance of the fuse with the characteristics under the service conditions and the methods adopted for these tests; d) the information marked on, or given with, the fuse. This document does not cover parallel connection of fuses. During preparation of this document, IEC 60269-1 and IEC 60282-1 have been considered and their requirements have been kept as far as possible. This document makes reference to the general rules for electrotechnical components given in IEC 60077-2, but for general conditions reference is made directly to IEC 60077-1.

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IEC 62973-2:2020 applies to NiCd rechargeable batteries for auxiliary power supply systems used on railway vehicles. It is an extension of IEC 62973-1:2018 which specifies common requirements for all battery technologies of other parts of IEC 62973. Unless otherwise specified, the requirements of IEC 62973-1:2018 apply.
Battery systems described in this document are used in conjunction with charging systems onboard rolling stock, as described in IEC 62973-1:2018. Charging systems (e.g. LVPS, converters, etc.) are excluded from the scope of this document.
This document also specifies the design, operation parameters, safety recommendations, routine and type tests, as well as marking and designation. This document is used in addition to IEC 60623:2017 or IEC 62259:2003 for NiCd Cells.

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This European Standard applies to new designs of locomotives and passenger carrying rolling stock as defined in categories C-I to C-IV of Clause 4 taking into consideration the recommendations given in Annex E on the application of the standard (migration rule). It is intended to protect vehicle occupants, through the preservation of structural integrity, and does not extend to other railway employees and customers who are not in vehicles, or to third parties. The specified requirements relate to the technical and operational conditions of use that prevail in the CEN member countries. The design of new vehicles for use in passenger trains is based on operations with compatible rolling stock that also meet this standard. It is recognised that operational requirements will require new crashworthy and existing non-crashworthy vehicles to exist in the same train unit but such combinations of vehicles are not required to comply with this European Standard.
The requirements apply to the vehicle body, and to those mechanical elements directly associated with it that may be used to absorb energy in a collision, such as couplers, buffing systems etc. They do not cover the safety features of doors, windows, system components or interior features except for specific issues relating to the preservation of survival space.
The requirements do not cover all possible accident scenarios but provide a level of crashworthiness that will reduce the consequences of an accident, when the active safety measures have been inadequate. The requirement is to provide a level of protection by addressing the most common types of collision that cause injuries and fatalities.
The applicable design collision scenarios, and suitable parameters for normal European operations, are given in Clause 5. Annex A gives additional information regarding the derivation of the scenarios and describes situations when they may need to be modified and the processes that should then be followed.

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EN 50306-4 specifies requirements for, and constructions and dimensions of, multicore and multipair cables rated voltage Uo/U: 300/500 V, of the following types:
- unscreened, sheathed for either exposed or protected wiring, 0,5 mm2 to 2,5 mm2, number of cores from 2 to 48;
- screened, sheathed for either exposed or protected wiring, 0,5 mm2 to 2,5 mm2, number of cores from 2 to 8;
- unscreened, sheathed for either exposed or protected wiring, 0,5 mm2 to 1,5 mm2, number of screened pairs of cores from 2 to 7;
- screened, sheathed for either exposed or protected wiring, 0,5 mm2 to 1,5 mm2, number of unscreened pairs of cores from 2 to 7.

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TC - Engllish version only; editorial corrections in 4.3.3.4, C.4.5 and E.2.

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The main purpose of this standard is the support of rolling stock procurement, especially in light of life cycle cost (LCC) assessment.
This European Standard 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, in order to assure that the results are directly comparable or representative of the real operation of the train. For this purpose, this document takes into account the energy consumed and regenerated by the rolling stock.
This European Standard 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 European Standard does not cover specification for 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 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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EN 50306 1 specifies the general requirements applicable to the cables given EN 50306 2, EN 50306 3 and EN 50306 4. It includes the detailed requirements for S2 sheathing materials and other components called up in the separate Parts. In particular EN 50306 1 specifies those requirements relating to fire safety which enable the cables to satisfy Hazard Level3 of EN 45545-1 and -2.

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2021: CLC legacy converted by DCLab NISOSTS

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EN 50306-3 specifies requirements for, and constructions and dimensions of, multicore cables, rated voltage Uo/U=300/500 V, of the following type: Screened, 0,5 mm2 to 2,5 mm2, number of cores from 1 to 8. All cables have stranded tinned copper conductors, and thin wall thickness, halogen-free, insulation and sheath. They are for use in railway rolling stock as fixed wiring, or wiring where limited flexing in operation is encountered.

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EN 50306-2 specifies requirements for, and constructions and dimensions of, single core cables, rated voltage Uo / U= 300 /300 V, of the following type:  Unscreened, 0,5 mm2 to 2,5 mm2 single core

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This standard specifies special test methods applicable to cables, and their constituent insulating and sheathing materials, for use in railway rolling stock.  Such cables are specified in the various parts of EN 50264, EN 50306 and EN 50382.

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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 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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