45.060.01 - Railway rolling stock in general
ICS 45.060.01 Details
Railway rolling stock in general
Eisenbahnfahrzeuge im allgemeinen
Matériel roulant de chemins de fer en général
Železniška vozila na splošno
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IEC 63190:2023 specifies the characteristics of copper and copper alloy catenary wires for use on overhead contact lines. This document also covers auxiliary catenary wires. It establishes the product characteristics, the test methods, checking procedures to be used with the catenary wires, together with packing, ordering and delivery conditions.
- Standard70 pagesEnglish and French languagesale 15% off
This document is applicable to rail vehicles and specifies the terms, definitions, symbols and abbreviated terms to be used in the ISO 19659 series, heating, ventilation and air conditioning for rolling stock.
- Draft25 pagesEnglish languagesale 10% offe-Library read for1 day
The scope of this European Standard is restricted to the measurement of vertical wheel forces and calculation of derived quantities on vehicles in service. Measurements of a train in motion are used to estimate the static forces.
Derived quantities can be:
- axle loads;
- side to side load differences of a wheel set, bogie, vehicle;
- overall mass of vehicle or train set;
- mean axle load of a vehicle or train set.
This standard is not concerned with the evaluation of:
- dynamic wheel force or derived quantities;
- wheel condition (i.e. shape, profile, flats);
- lateral wheel force;
- combination of lateral and vertical wheel forces.
The standard defines accuracy classes for measurements to be made at any speed greater than 5 km/h within the calibrated range, which may be up to line speed.
The aim of this standard is to obtain measurement results that give representative values for the distribution of vertical wheel forces of a running vehicle, which under ideal conditions will be similar to those that can be obtained from a standing vehicle.
This standard does not impose any restrictions on the types of vehicles that can be monitored, or on which networks or lines the measuring system can be installed.
The standard lays down minimum technical requirements and the metrological characteristics of a system for measuring and evaluating a range of vehicle loading parameters. Also defined are accuracy classes for the parameters measured and the procedure for verifying the calibration.
The measuring system proposed in this standard should not be considered as safety critical. If the measuring system is connected to a train traffic command and control system then requirements that are not part of this standard may apply.
Measuring systems complying with this standard have the potential to enhance safety in the railway sector. However, the current operating and maintenance procedures rather than this standard are mandatory for ensuring safety levels in European rail networks.
- Standard41 pagesEnglish languagesale 10% offe-Library read for1 day
The scope of this European Standard is restricted to the measurement of vertical wheel forces and calculation of derived quantities on vehicles in service. Measurements of a train in motion are used to estimate the static forces.
Derived quantities can be:
- axle loads;
- side to side load differences of a wheel set, bogie, vehicle;
- overall mass of vehicle or train set;
- mean axle load of a vehicle or train set.
This standard is not concerned with the evaluation of:
- dynamic wheel force or derived quantities;
- wheel condition (i.e. shape, profile, flats);
- lateral wheel force;
- combination of lateral and vertical wheel forces.
The standard defines accuracy classes for measurements to be made at any speed greater than 5 km/h within the calibrated range, which may be up to line speed.
The aim of this standard is to obtain measurement results that give representative values for the distribution of vertical wheel forces of a running vehicle, which under ideal conditions will be similar to those that can be obtained from a standing vehicle.
This standard does not impose any restrictions on the types of vehicles that can be monitored, or on which networks or lines the measuring system can be installed.
The standard lays down minimum technical requirements and the metrological characteristics of a system for measuring and evaluating a range of vehicle loading parameters. Also defined are accuracy classes for the parameters measured and the procedure for verifying the calibration.
The measuring system proposed in this standard should not be considered as safety critical. If the measuring system is connected to a train traffic command and control system then requirements that are not part of this standard may apply.
Measuring systems complying with this standard have the potential to enhance safety in the railway sector. However, the current operating and maintenance procedures rather than this standard are mandatory for ensuring safety levels in European rail networks.
- Standard41 pagesEnglish languagesale 10% offe-Library read for1 day
This document defines terms in the field of welding on railway vehicles and associated components. This document is applicable to all assemblies, sub-assemblies or parts welded by any welding process, either manual, partly mechanized, fully mechanized or automatic welding as defined in EN ISO 4063.
- Standard9 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft8 pagesEnglish languagesale 10% offe-Library read for1 day
This International Standard retains IEC 61984:2008 as the minimum performance requirements for railway rolling stock electrical connectors.
It identifies additional terms, test methods and performance requirements for single-pole and multipole connectors with rated voltages up to 1 000 V, rated currents up to 125 A per contact and frequencies below 3 MHz used for indoor and outdoor applications in railway rolling stock.
This International Standard does not cover:
- connectors with breaking capacity (CBCs) as defined in IEC 61984:2008, 3.2, because on board rolling stock connectors are not intended to be operated (i.e. mated and unmated) under load or when live, either by means of procedures or by the presence of interlocks, as required by IEC 61991;
- non-rewirable connectors as defined in IEC 61984:2008, 3.5;
- automatic couplers, due to their additional mechanical complexity and the need for more specific requirements and testing;
- inter-vehicle jumpers, as they are connector and cable assemblies whose characteristics depend on those of both elements. Inter-vehicle connectors within the limits set in the scope of this International Standard are therefore covered by the agreed choice of suitable mechanical and environmental characteristics as defined by Annex B, and suggested by Annex C.
This International Standard identifies the application levels for electrical connectors based on
a) the severity of the service conditions in different rolling stock technologies,
b) the intended use of the rolling stock,
c) the location of the connector in the rolling stock system.
This International Standard is not applicable to internal connections of electronic devices such as connectors for printed boards and rack-and-panel connectors.
- Standard53 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft52 pagesEnglish languagesale 10% offe-Library read for1 day
This document defines terms in the field of welding on railway vehicles and associated components. This document is applicable to all assemblies, sub-assemblies or parts welded by any welding process, either manual, partly mechanized, fully mechanized or automatic welding as defined in EN ISO 4063.
- Standard9 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft8 pagesEnglish languagesale 10% offe-Library read for1 day
This document applies to distributor valves and distributor-isolating devices.
The distributor valves contained in this document are of graduable release type. Direct release types are not included.
Functionally they are regarded as not containing relay valves of any type, even if the relay valves are physically an integral part of the distributor valves.
This document applies to both distributor-isolating devices mounted separate from the distributor valve and distributor-isolating devices integral with the distributor valve.
This document specifies the requirements for the design, testing and quality assurance of distributor valves and distributor-isolating devices.
The distributor valve and distributor-isolating device are intended to be part of a brake system mounted in a vehicle with maximum length of 31 m and maximum brake pipe volume of 25 l taking into consideration brake pipe inner diameters between 25 mm and 32 mm.
- Standard66 pagesEnglish languagesale 10% offe-Library read for1 day
This document applies to distributor valves and distributor-isolating devices.
The distributor valves contained in this document are of graduable release type. Direct release types are not included.
Functionally they are regarded as not containing relay valves of any type, even if the relay valves are physically an integral part of the distributor valves.
This document applies to both distributor-isolating devices mounted separate from the distributor valve and distributor-isolating devices integral with the distributor valve.
This document specifies the requirements for the design, testing and quality assurance of distributor valves and distributor-isolating devices.
The distributor valve and distributor-isolating device are intended to be part of a brake system mounted in a vehicle with maximum length of 31 m and maximum brake pipe volume of 25 l taking into consideration brake pipe inner diameters between 25 mm and 32 mm.
- Standard66 pagesEnglish languagesale 10% offe-Library read for1 day
This document applies to welding of metallic materials in the manufacture and maintenance of railway vehicles and their components.
This document specifies applicable design and classification rules.
This document does not define parameters for the dimensioning.
NOTE Requirements on structures can be found in other standards like EN 12663.
- Standard55 pagesEnglish languagesale 10% offe-Library read for1 day
This document applies to welding of metallic materials in the manufacture and maintenance of railway vehicles and their components.
This document specifies applicable design and classification rules.
This document does not define parameters for the dimensioning.
NOTE Requirements on structures can be found in other standards like EN 12663.
- Standard55 pagesEnglish languagesale 10% offe-Library read for1 day
This series of standards applies to welding of metallic materials in the manufacture and maintenance of railway vehicles and their parts.
This part of the series defines the classification levels as well as the requirements for manufacturers of welded railway vehicles and components.
This part of the series specifies:
- inspections and testing to be executed on the welds;
- destructive as well as non-destructive tests to be performed;
- necessary documentation to issue to declare the conformity of the products.
- Standard16 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft17 pagesEnglish languagesale 10% offe-Library read for1 day
This series of standards applies to welding of metallic materials in the manufacture and maintenance of railway vehicles and their parts.
This part of the series describes the production requirements (i.e. preparation and execution) of the welding work.
- Standard28 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft25 pagesEnglish languagesale 10% offe-Library read for1 day
This series of standards applies to welding of metallic materials in the manufacture and maintenance of railway vehicles and their parts.
This part of the series defines the classification levels as well as the requirements for manufacturers of welded railway vehicles and components.
This part of the series specifies:
- inspections and testing to be executed on the welds;
- destructive as well as non-destructive tests to be performed;
- necessary documentation to issue to declare the conformity of the products.
- Standard16 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft17 pagesEnglish languagesale 10% offe-Library read for1 day
This series of standards applies to welding of metallic materials in the manufacture and maintenance of railway vehicles and their parts.
This part of the series describes the production requirements (i.e. preparation and execution) of the welding work.
- Standard28 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft25 pagesEnglish languagesale 10% offe-Library read for1 day
- Standard8 pagesEnglish and French languagesale 15% off
IEC 63076:2019 applies to electrical systems aboard vehicles of the trolley bus type, as defined in 3.1, fed with a nominal line voltage (Un) between 600 V DC and 750 V DC. This document defines the requirements and constructional advice, especially to avoid electrical danger to the public and to staff. Where special requirements exist for trolley buses, advice is given for mechanical and functional safety, as well as for protection against fire. This publication is based on EN 50502:2015. This document covers vehicles intended for public transportation. This document applies to:
- trolley buses without on-board isolation interface from the contact line,
- buses with a current rail for guidance in the road surface,
- guided buses with bipolar roof current collectors.
- Standard206 pagesEnglish and French languagesale 15% off
- Standard100 pagesEnglish and French languagesale 15% off
This document gives guidelines for the cross wind assessment of railways.
This document is applicable to all passenger vehicles, locomotives and power cars (with a maximum train speed above 140 km/h up to 360 km/h) and freight wagons (with a maximum train speed above 80 km/h up to 160 km/h) and track gauges from 1 435 mm to 1 668 mm inclusive. For passenger vehicles, locomotives and power cars with a maximum train speed between 250 km/h and 360 km/h, a requirement to demonstrate the cross wind stability is imposed. This document is not applicable to light rail and urban rail vehicles.
- Standard140 pagesEnglish languagesale 10% offe-Library read for1 day
This part of EN 15437 defines the minimum characteristics for the interface between a trackside Hot Axlebox Detector (HABD) and Rolling Stock (RST) that comply with the European Directives for Interoperability to ensure that the minimum functional requirement of the interface is achieved.
The minimum requirements of the interface apply to:
a) Rolling stock conforming to standard European railway gauge, that is 1 435 mm;
b) Rolling stock axles fitted with outboard bearings;
NOTE 1 The design of rolling stock axles fitted with inboard bearings should respect the requirements set out in Note 2 of 5.2.
c) Rolling stock with a maximum design speed lower than 250 km/h;
NOTE 2 Interoperable rolling stock with a maximum design speed higher than or equal to 250 km/h are mandated to have on-board equipment for axlebox condition monitoring. The requirements for on-board equipment are described in !EN 15437-2:2012+A1:2022.
NOTE 3 Interoperable rolling stock with a maximum design speed higher than or equal to 250 km/h are outside the scope of this Part of the standard. However, if such rolling stock are required to be monitored by HABDs their target area should comply with the requirements specified in this standard, except where stated otherwise.
d) Trackside HABDs that are required to monitor rolling stock with a maximum design speed higher than or equal to 250 km/h.
The rolling stock requirements of the interface are described in Clause 5 and for the HABD requirements of the interface are described in Clause 6.
The scope of this part (part 1) of the standard does not include:
- Hot Wheel (Hot Disc) Detectors (HWDs). However, HWD are often installed in combination with trackside HABD to provide a dual monitoring system. This standard does not prevent the use of such a combination;
- how a HABD measures the temperature and identifies axle box position. This is part of an individual equipment design and not part of the functional requirements of this standard;
- operational requirements for acting on the information reported by the HABD system;
- maintenance requirements for HABD systems.
- Standard27 pagesEnglish languagesale 10% offe-Library read for1 day
- Corrigendum3 pagesEnglish languagesale 10% offe-Library read for1 day
This European Standard defines the minimum performance requirements of on-board monitoring systems for axlebox condition monitoring by means of temperature measurements.
This European Standard refers to temperature monitoring of the axlebox. However, the design may be such that the rolling bearing itself is monitored directly.
The requirements of this European Standard are intended to apply equally to basic monitoring systems for monitoring the axlebox temperature through to more technically complex systems that may employ a combination of mechatronics.
To ensure the compatibility of monitoring systems and the effective monitoring functions, this European Standard defines the requirements in the following areas:
- equipment and characteristics;
- monitoring performance;
- operation and interface.
This part of EN 15437 does not include:
- systems that do not give an indication to the driver;
- how an on-board monitoring system is structured and how it measures the temperature and identifies axlebox position. This is considered part of equipment design and not part of the functional requirements set out in this standard;
- operational requirements for acting on the information reported by the on-board monitoring system;
- operational requirements for conflict of information between trackside monitoring systems and on-board monitoring systems;
- maintenance requirements for on-board temperature monitoring systems.
- Standard15 pagesEnglish languagesale 10% offe-Library read for1 day
- Corrigendum3 pagesEnglish languagesale 10% offe-Library read for1 day
This document 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 the EN 50264 series, EN 50306 series and EN 50382 series. Other test methods required for railway rolling stock cables and their insulating and sheathing materials are listed in Annex A.
- Standard43 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft43 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies requirements for, and constructions and dimensions of, multicore and multipair cables rated voltage U0/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). All cables have stranded tinned copper conductors, halogen-free, thin wall thickness insulation and standard wall thickness sheath. Cable types are specified for use in exposed situations (Class E), and for protected situations (Class P). They are for use in railway rolling stock as fixed wiring or wiring where limited flexing in operation is encountered. These cables are rated for occasional thermal stresses causing ageing equivalent to continuous operational life at a temperature of 90 °C. For standard cables this is determined by the acceptance test defined in EN 50305, using accelerated long-term (5 000 h) thermal ageing indicating a 110 °C/20 000 h temperature index. If the customer were to require lifetime predictions this would be demonstrated based on the temperature index of the product as supplied by the manufacturer. The maximum temperature for short circuit conditions is 160 °C based on duration of 5 s. Under fire conditions the cables exhibit special performance characteristics in respect of maximum permissible flame propagation (flame spread) and maximum permissible emission of smoke and toxic gases. These requirements are specified to permit the cables to satisfy Hazard Level 3 of EN 45545 1 and EN 45545 2. EN 50306 4:2020 is expected to be used in conjunction with EN 50306-1:2020, General requirements, EN 50306-2:2020, Single core cables, and EN 50306-3:2020, Single core and multicore cables.
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- Draft29 pagesEnglish languagesale 10% offe-Library read for1 day
EN 50306-1 specifies the general requirements applicable to the cables given in 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. NOTE Detailed requirements for insulation systems are given in EN 50306-2. In particular, EN 50306-1 specifies those requirements relating to fire safety which enable the cables to satisfy Hazard Level 3 of EN 45545-1 and EN 45545-2. These cables are rated for occasional thermal stresses which causes ageing equivalent to continuous operational life at a temperature of 105 °C or 90 °C. For standard cables, this is determined by the acceptance test defined in EN 50305, using accelerated long-term (5 000 h) thermal ageing indicating a 125 °C or 110 °C /20 000 h temperature index. If the customer were to require lifetime predictions, this would be demonstrated based on the temperature index of the product as supplied by the manufacturer. The maximum temperature for short circuit conditions is 160 °C based on duration of 5 s. EN 50306-1 is expected to be used in conjunction with one or more of the other parts of EN 50306.
- Standard16 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft17 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies requirements for, and constructions and dimensions of, single core cables, rated voltage U0 / U = 300 /300 V, of the following type: Unscreened (0,5 mm2 to 2,5 mm2 single core) These cables are rated for occasional thermal stresses causing ageing equivalent to continuous operational life at a temperature of 105 °C. For standard cables, this is determined by the acceptance test defined in EN 50305, using accelerated long-term (5 000 h) thermal ageing indicating a 125 °C/20 000 h temperature index. If the customer were to require lifetime predictions, this would be demonstrated based on the temperature index of the product as supplied by the manufacturer. The maximum temperature for short circuit conditions is 160 °C based on duration of 5 s. Under fire conditions the cables exhibit special performance characteristics in respect of maximum permissible flame propagation (flame spread) and maximum permissible emission of smoke and toxic gases. These requirements are specified to permit the cables to satisfy Hazard Level 3 of EN 45545 1 and EN 45545 2. EN 50306-2:2020 is expected to be used in conjunction with EN 50306-1:2020, General requirements.
- Standard17 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies requirements for, and constructions and dimensions of, multicore cables, rated voltage U0/ 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. These cables are rated for occasional thermal stresses causing ageing equivalent to continuous operational life at a temperature of 90 °C. For standard cables, this is determined by the acceptance test defined in EN 50305, using accelerated long-term (5 000 h) thermal ageing indicating a 110 °C/20 000 h temperature index. If the customer were to require lifetime predictions this would be demonstrated based on the temperature index of the product as supplied by the manufacturer. The maximum temperature for short circuit conditions is 160 °C based on duration of 5 s. Under fire conditions, the cables exhibit special performance characteristics in respect of maximum permissible flame propagation (flame spread) and maximum permissible emission of smoke and toxic gases. These requirements are specified to permit the cables to satisfy Hazard Level 3 of EN 45545 1 and EN 45545 2. EN 50306 3:2020 is expected to be used in conjunction with EN 50306 1:2020, General Requirements, and EN 50306 2:2020, Single core cables.
- Standard17 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft16 pagesEnglish languagesale 10% offe-Library read for1 day
This European Standard defines the minimum performance requirements of on-board monitoring systems for axlebox condition monitoring by means of temperature measurements.
This European Standard refers to temperature monitoring of the axlebox. However, the design may be such that the rolling bearing itself is monitored directly.
The requirements of this European Standard are intended to apply equally to basic monitoring systems for monitoring the axlebox temperature through to more technically complex systems that may employ a combination of mechatronics.
To ensure the compatibility of monitoring systems and the effective monitoring functions, this European Standard defines the requirements in the following areas:
- equipment and characteristics;
- monitoring performance;
- operation and interface.
This part of EN 15437 does not include:
- systems that do not give an indication to the driver;
- how an on-board monitoring system is structured and how it measures the temperature and identifies axlebox position. This is considered part of equipment design and not part of the functional requirements set out in this standard;
- operational requirements for acting on the information reported by the on-board monitoring system;
- operational requirements for conflict of information between trackside monitoring systems and on-board monitoring systems;
- maintenance requirements for on-board temperature monitoring systems.
- Standard15 pagesEnglish languagesale 10% offe-Library read for1 day
This part of EN 15437 defines the minimum characteristics for the interface between a trackside Hot Axlebox Detector (HABD) and Rolling Stock (RST) that comply with the European Directives for Interoperability to ensure that the minimum functional requirement of the interface is achieved.
The minimum requirements of the interface apply to:
a) Rolling stock conforming to standard European railway gauge, that is 1 435 mm;
b) Rolling stock axles fitted with outboard bearings;
NOTE 1 The design of rolling stock axles fitted with inboard bearings should respect the requirements set out in Note 2 of 5.2.
c) Rolling stock with a maximum design speed lower than 250 km/h;
NOTE 2 Interoperable rolling stock with a maximum design speed higher than or equal to 250 km/h are mandated to have on-board equipment for axlebox condition monitoring. The requirements for on-board equipment are described in !EN 15437-2:2012+A1:2022.
NOTE 3 Interoperable rolling stock with a maximum design speed higher than or equal to 250 km/h are outside the scope of this Part of the standard. However, if such rolling stock are required to be monitored by HABDs their target area should comply with the requirements specified in this standard, except where stated otherwise.
d) Trackside HABDs that are required to monitor rolling stock with a maximum design speed higher than or equal to 250 km/h.
The rolling stock requirements of the interface are described in Clause 5 and for the HABD requirements of the interface are described in Clause 6.
The scope of this part (part 1) of the standard does not include:
- Hot Wheel (Hot Disc) Detectors (HWDs). However, HWD are often installed in combination with trackside HABD to provide a dual monitoring system. This standard does not prevent the use of such a combination;
- how a HABD measures the temperature and identifies axle box position. This is part of an individual equipment design and not part of the functional requirements of this standard;
- operational requirements for acting on the information reported by the HABD system;
- maintenance requirements for HABD systems.
- Standard27 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies the functional, performance, and quality requirements for the interior glazing of rail vehicles including type testing, routine testing, and inspection methods.
This document applies to all rail vehicles.
Determination of the size, shape, orientation and position of interior glazing is outside the scope of this document.
This document does not specify requirements for the interfaces between the interior glazing and the vehicle. Accordingly, this document does not address issues relating to installation and structural integrity.
This document does not apply to interior glazing with a surface less than 0,02 m2 and also emergency device casings (e.g. cover sheets for emergency hammers, passenger alarm systems, etc).
This document does not apply to materials other than glass.
For safety reasons, where the use of a specific type of glass is required, this shall be set out in the technical specification or defined in national rules.
- Standard26 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft25 pagesEnglish languagesale 10% offe-Library read for1 day
IEC 60077-4:2019 is available as IEC 60077-4:2019 RLV which contains the International Standard and its Redline version, showing all changes of the technical content compared to the previous edition.IEC 60077-4:2019 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. This second edition cancels and replaces the first edition, issued in 2003. This edition includes the following main technical changes with regard to the previous edition: a) standard values of transient recovery voltages and test procedure are reviewed; b) procedure of verification of temperature rise is changed; c) air-tightness test as type test, insulation resistance measurement are added
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IEC 60077-3:2019 is available as IEC 60077-3:2019 RLV which contains the International Standard and its Redline version, showing all changes of the technical content compared to the previous edition.IEC 60077-3:2019 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. This second edition cancels and replaces the first edition, issued in 2001. This edition includes the following main technical changes with regard to the previous edition: - procedure of verification of temperature rise is changed; - air-tightness test as type test, insulation resistance measurement are added.
- Standard32 pagesEnglish languagesale 10% offe-Library read for1 day
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.
- Standard14 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft14 pagesEnglish languagesale 10% offe-Library read for1 day
IEC 62290-3:2019 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 non-reporting ones (e.g. in case of mixed operation or degraded operation) 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.
- Standard268 pagesEnglish languagesale 10% offe-Library read for1 day
This document defines the quality requirements as well as the design and production requirements for welding to be followed by manufacturers during maintenance or maintenance activities on railway vehicles and components.
- Standard14 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft14 pagesEnglish languagesale 10% offe-Library read for1 day
This document is applicable to the calculation, measurement and/or verification of energy consumption of railway vehicle HVAC (heating, ventilation and air-conditioning) systems. The HVAC system energy consumption is simulated, calculated, measured and validated in accordance with the requirements of thermal comfort defined in ISO 19659-2, considering the same category of passenger railway vehicles as detailed in ISO 19659-2, Clause 4: — Category 1 (e.g. main line, intercity, long distance, high speed); — Category 2 (e.g. suburban, commuter, regional); — Category 3 (e.g. urban, LRV, tram, metro/subway). This document only covers the passenger area HVAC systems. Driver’s cab HVAC systems are excluded but could be treated in a similar way.
- Standard24 pagesEnglish languagesale 15% off
- Standard25 pagesFrench languagesale 15% off
This document covers the following aspects:
- Definition of a common method to assess track loading of a heavy rail vehicle for lines of 1 435 mm track gauge in curve radii below 250 m (test zone 5), which is not part of the acceptance testing according to EN 14363. This method is restricted to vehicles with maximum vertical wheelset forces up to 225 kN. This should include consideration of:
- on-track measurements with instrumented wheelsets;
- on-track measurements with local measurement sites;
- simulation including description of requirements for use;
- recalculation of EN 14363 results including description of requirements for use;
- simple parameter check (dispensation from assessment of track loading).
- Description of available knowledge of running behaviour of existing vehicles.
- Description of observed track wear and damage related to traffic mix, track loading results of vehicles and axle loads related to track design.
The decision, which railway line requires these tests is not part of this specification.
This specification can support national regulations in this field but do not affect directly existing national regulations such as [3] and [4].
- Technical specification20 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft21 pagesEnglish languagesale 10% offe-Library read for1 day
This document covers the following aspects:
— Definition of a common method to assess track loading of a heavy rail vehicle for lines of 1 435 mm track gauge in curve radii below 250 m (test zone 5), which is not part of the acceptance testing according to EN 14363. This method is restricted to vehicles with maximum vertical wheelset forces up to 225 kN. It includes consideration of:
— on-track measurements with instrumented wheelsets;
— on-track measurements with local measurement sites;
— simulation including description of requirements for use;
— recalculation of EN 14363 results including description of requirements for use;
— simple parameter check (dispensation from assessment of track loading).
— Description of available knowledge of running behaviour of existing vehicles.
— Description of observed track wear and damage related to traffic mix, track loading results of vehicles and axle loads related to track design.
The decision which railway line requires these tests is not part of this specification.
This specification can support national regulations in this field but does not affect directly existing national regulations such as [4] and [5].
- Technical specification20 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft21 pagesEnglish languagesale 10% offe-Library read for1 day
This European Standard establishes requirements for the compatibility of rolling stock with infrastructure particularly in relation to: – co-ordination of protection principles between power supply and traction units, especially fault discrimination for short-circuits; – co-ordination of installed power on the line and the power demand of trains; – co-ordination of traction unit regenerative braking and power supply receptivity; – co-ordination of harmonic behaviour. This European Standard deals with the definition and quality requirements of the power supply at the interface between traction units and fixed installations. This European Standard specifies the interface between rolling stock and electrical fixed installations for traction, in respect of the power supply system. The interaction between pantograph and overhead contact line is dealt with in EN 50367. The interaction with the “control-command” subsystem (especially signalling) is not dealt with in this standard. Requirements are given for TSI lines (both high speed and conventional) and classical lines. For classical lines, values, where given, are for the existing European networks. Furthermore the maximum values that are specified are applicable to the foreseen developments of the infrastructure of the Trans European rail networks. The following electric traction systems are within scope: – railways; – guided mass transport systems that are integrated with railways; – material transport systems that are integrated with railways. This European Standard does not apply retrospectively to rolling stock already in service. Information is given on electrification parameters such as to enable train operating companies to confirm, after consultation with the rolling stock manufacturers, that there will be no consequential disturbance on the electrification system.
- Standard64 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft65 pagesEnglish languagesale 10% offe-Library read for1 day
This European Standard defines the process for assessment of the running characteristics of railway vehicles for the European network of standard gauge tracks (nominally 1 435 mm).
In addition to the assessment of the running characteristics of vehicles for acceptance processes, this standard also defines quantities and dependencies that are not directly used for acceptance purposes. This information is for example intended for the validation of simulation models. It can also be used to define operating conditions outside the reference conditions to be used for the approval.
The assessment of running characteristics applies to vehicles which:
- are newly developed;
- have had relevant design modifications; or
- have changes in their operating conditions.
The assessment process is based on specified target test conditions (see 3.1) given in this document.
Experience over many years has demonstrated that vehicles complying with this standard can be operated safely on infrastructure with conditions more severe than the target test conditions, if the current general operating rules are applied. As an example it is generally current practice to restrict cant deficiency in curves below a certain radius. It may be necessary to adapt these operating rules, if a deterioration of the infrastructure conditions is observed. These operating rules are defined on a national basis. The procedure to evaluate these operating rules is out of the scope of this standard.
NOTE 1 There are margins included in the specified limit values and the statistical evaluation. They cannot be quantified, but they explain why vehicles can also be operated at full speed and cant deficiency in many cases outside of the target test conditions.
This standard also enables the demonstration of compliance against the target test conditions for the case that their combination is not achievable during tests. It is also possible to carry out the assessment of a vehicle for limited test conditions such as test zones 1 and 2 or reduced speed or reduced cant deficiency. In this case the approval of the vehicle shall be restricted accordingly.
NOTE 2 National regulations sometimes allow the increase or decrease of the values for speed, curve radius and cant deficiency for local operation based on safety considerations taking into account the local characteristics of the infrastructure (track layout, track structure, track geometrical quality and contact conditions). These local characteristics can be different from those included in the assessment for the vehicle acceptance.
NOTE 3 The methods of this standard can also be applied to gather information about the compatibility between the vehicle and infrastructure with conditions more severe than the target test conditions. The results of such investigations can be used to determine safe operating rules for such infrastructure conditions.
Where testing the vehicle demonstrates that the performance of a vehicle complies with the requirements of this standard when operating at maximum speed and maximum cant deficiency under infrastructure conditions that are more severe than the target test conditions, the obtained results are accepted and there is no need to carry out additional tests to fulfil the requirements defined in this standard.
This standard addresses four aspects:
1) Vehicles
The assessment of the running characteristics applies principally to all railway vehicles. The document contains acceptance criteria for all types of vehicles with nominal static vertical wheelset forces up to 225 kN (of the highest loaded wheelset of the vehicle in the assessed load configuration specified in 5.3.2). In addition for freight vehicles with nominal static vertical wheelset forces up to 250 kN the acceptance criteria are defined. The acceptance criteria given in this document apply to vehicles designed to operate on standard gauge tracks.
- Standard208 pagesEnglish languagesale 10% offe-Library read for1 day
This document defines the requirements for buffers with 105 mm, 110 mm and 150 mm stroke for vehicles or units which use buffers and screw coupling. It covers the functionality, interfaces and testing procedures, including pass fail criteria, for buffers.
NOTE 1 Typically, buffers with a stroke of 105 mm are used on freight wagons and locomotives, buffers with a stroke of 110 mm are used on coaches and locomotives and buffers with a stroke of 150 mm are used on freight wagons.
It defines the different categories of buffers, the space envelope, static and dynamic characteristics and energy absorption.
It defines the static and dynamic characteristics of the elastic systems.
It also defines the requirements for buffers with integrated crash elements (crashworthy buffers) for tank wagons for dangerous goods.
The requirements of this document also apply to buffers of locomotives and passenger coaches which are bound to meet the crashworthiness requirements of EN 15227 for normal service only. The properties for the energy absorbing function are defined in EN 15227 and the requirements specified in Clause 7 for tank wagons for dangerous goods are not applicable to the buffers of these locomotives and passenger coaches.
Diagonal buffers are excluded from this document.
For the crashworthy buffers of locomotives, cab cars or passenger coaches according to EN 15227, and tank wagons for dangerous goods or buffers which form part of a combined system consisting of a special buffer and a deformation element, interchangeability with freight wagon buffers is not required, and therefore the requirements of 5.3 (Buffer dimensions) do not apply, those of 5.4 (Mechanical characteristics of buffers) and 5.6 (Marking) apply with restrictions.
NOTE 2 For tank wagons subjected to dangerous goods regulation see [35].
- Standard77 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft75 pagesEnglish languagesale 10% offe-Library read for1 day
This document defines the requirements for buffers with 105 mm, 110 mm and 150 mm stroke for vehicles or units which use buffers and screw coupling. It covers the functionality, interfaces and testing procedures, including pass fail criteria, for buffers.
NOTE 1 Typically, buffers with a stroke of 105 mm are used on freight wagons and locomotives, buffers with a stroke of 110 mm are used on coaches and locomotives and buffers with a stroke of 150 mm are used on freight wagons.
It defines the different categories of buffers, the space envelope, static and dynamic characteristics and energy absorption.
It defines the static and dynamic characteristics of the elastic systems.
It also defines the requirements for buffers with integrated crash elements (crashworthy buffers) for tank wagons for dangerous goods.
The requirements of this document also apply to buffers of locomotives and passenger coaches which are bound to meet the crashworthiness requirements of EN 15227 for normal service only. The properties for the energy absorbing function are defined in EN 15227 and the requirements specified in Clause 7 for tank wagons for dangerous goods are not applicable to the buffers of these locomotives and passenger coaches.
Diagonal buffers are excluded from this document.
For the crashworthy buffers of locomotives, cab cars or passenger coaches according to EN 15227, and tank wagons for dangerous goods or buffers which form part of a combined system consisting of a special buffer and a deformation element, interchangeability with freight wagon buffers is not required, and therefore the requirements of 5.3 (Buffer dimensions) do not apply, those of 5.4 (Mechanical characteristics of buffers) and 5.6 (Marking) apply with restrictions.
NOTE 2 For tank wagons subjected to dangerous goods regulation see [35].
- Standard77 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft75 pagesEnglish languagesale 10% offe-Library read for1 day
This European Standard defines the process for assessment of the running characteristics of railway vehicles for the European network of standard gauge tracks (nominally 1 435 mm).
In addition to the assessment of the running characteristics of vehicles for acceptance processes, this standard also defines quantities and dependencies that are not directly used for acceptance purposes. This information is for example intended for the validation of simulation models. It can also be used to define operating conditions outside the reference conditions to be used for the approval.
The assessment of running characteristics applies to vehicles which:
- are newly developed;
- have had relevant design modifications; or
- have changes in their operating conditions.
The assessment process is based on specified target test conditions (see 3.1) given in this document.
Experience over many years has demonstrated that vehicles complying with this standard can be operated safely on infrastructure with conditions more severe than the target test conditions, if the current general operating rules are applied. As an example it is generally current practice to restrict cant deficiency in curves below a certain radius. It may be necessary to adapt these operating rules, if a deterioration of the infrastructure conditions is observed. These operating rules are defined on a national basis. The procedure to evaluate these operating rules is out of the scope of this standard.
NOTE 1 There are margins included in the specified limit values and the statistical evaluation. They cannot be quantified, but they explain why vehicles can also be operated at full speed and cant deficiency in many cases outside of the target test conditions.
This standard also enables the demonstration of compliance against the target test conditions for the case that their combination is not achievable during tests. It is also possible to carry out the assessment of a vehicle for limited test conditions such as test zones 1 and 2 or reduced speed or reduced cant deficiency. In this case the approval of the vehicle shall be restricted accordingly.
NOTE 2 National regulations sometimes allow the increase or decrease of the values for speed, curve radius and cant deficiency for local operation based on safety considerations taking into account the local characteristics of the infrastructure (track layout, track structure, track geometrical quality and contact conditions). These local characteristics can be different from those included in the assessment for the vehicle acceptance.
NOTE 3 The methods of this standard can also be applied to gather information about the compatibility between the vehicle and infrastructure with conditions more severe than the target test conditions. The results of such investigations can be used to determine safe operating rules for such infrastructure conditions.
Where testing the vehicle demonstrates that the performance of a vehicle complies with the requirements of this standard when operating at maximum speed and maximum cant deficiency under infrastructure conditions that are more severe than the target test conditions, the obtained results are accepted and there is no need to carry out additional tests to fulfil the requirements defined in this standard.
This standard addresses four aspects:
1) Vehicles
The assessment of the running characteristics applies principally to all railway vehicles. The document contains acceptance criteria for all types of vehicles with nominal static vertical wheelset forces up to 225 kN (of the highest loaded wheelset of the vehicle in the assessed load configuration specified in 5.3.2). In addition for freight vehicles with nominal static vertical wheelset forces up to 250 kN the acceptance criteria are defined. The acceptance criteria given in this document apply to vehicles designed to operate on standard gauge tracks.
- Standard208 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies the requirements for the draw gear and screw coupling for the end of rolling stock that is bound to couple with other rolling stock (freight wagons, locomotives, passenger vehicles, etc.).
This document covers the functionality, construction, interfaces and testing including pass/fail criteria for draw gear and screw coupling.
The document describes three categories of classification of draw gear and screw coupling, (1 MN, 1,2 MN and 1,5 MN).
Coupling systems between permanently coupled vehicle units are not in the scope of this document.
- Standard78 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft78 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies the requirements for the rescue coupler for train sets compliant with the Technical Specification for Interoperability Locomotives and Passenger rolling stock (TSI Loc & Pas).
This document defines the rescue coupler foreseen to connect rescue vehicle equipped with draw hook, according to EN 15566 together with the train to be rescued equipped with Type 10 automatic coupler according to EN 16019.
- Standard19 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft18 pagesEnglish languagesale 10% offe-Library read for1 day
This document gives guidelines for the cross wind assessment of railways.
This document is applicable to all passenger vehicles, locomotives and power cars (with a maximum train speed above 140 km/h up to 360 km/h) and freight wagons (with a maximum train speed above 80 km/h up to 160 km/h) and track gauges from 1 435 mm to 1 668 mm inclusive. For passenger vehicles, locomotives and power cars with a maximum train speed between 250 km/h and 360 km/h, a requirement to demonstrate the cross wind stability is imposed. This document is not applicable to light rail and urban rail vehicles.
- Standard140 pagesEnglish languagesale 10% offe-Library read for1 day
This document defines the general terms and basic requests for adhesive bonding and sealing work as well as the requirements placed on adhesive users (hereafter called user-companies) and represents the state of the art for organizing adhesive bonding and sealing processes in the railway industry.
This document applies for adhesive bonding and sealing adherends for:
- the development of rail vehicles and its components (pre-production),
- production of rail vehicles and its components (in-production),
- the maintenance incl. repair of rail vehicles and its components (post-production), and
- the quality assurance of production, inspection, maintenance incl. repair of rail vehicles and its components.
This document is valid for every adhesively bonded joint in railway vehicles and its components independent of the material of the adherend. It is also valid for all kinds of adhesives independent of their solidification mechanism, their strength and their deformation properties.
This document is not valid for:
- screw retention by the usage of adhesives, if a pure screw assembly of the same design is sufficient for the purpose,
- hybrid joints, if the expected function is given exclusively by another joining technology e.g., welding, screwing, riveting,
- production of vulcanizates which do not lead to adhesively bonded joints,
- production of plywood,
- production of fibre reinforced plastic composites (FRP-composites),
- production of laminated sheet glass (LSG),
- pure encapsulating of electronic parts, and
- single-sided adhesive decorative films.
- Standard99 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft123 pagesEnglish languagesale 10% offe-Library read for1 day
IEC 62590-3-1:2022 specifies the requirements and test methods for electronic power compensators for 1AC traction systems. This equipment is used to improve electric power quality inside the electric traction system and/or at the interface to the 3AC power network, applying power electronics technology.
This document applies to equipment which is installed to achieve one or more of the following objectives as its function(s):
- to mitigate voltage fluctuation;
- to improve power factor;
- to reduce imbalance at the interface to the 3AC power network.
This document applies to equipment with all possible configurations to implement different technical solutions for compensation, but equipment consisting of only passive components is excluded.
- Standard99 pagesEnglish and French languagesale 15% off
This document establishes requirements for the electrical aspects to achieve technical compatibility between rolling stock and electric traction systems, limited to: - co-ordination of protection principles between power supply and traction units, i.e. separation sections, train set current or power limitation, short circuit current discrimination, breaker coordination and use of regenerative braking. - co-ordination of installed power on the line and the power demand of trains, i.e. traction unit power factor, train set current or power limitation, electric system performance, type and characterization. - compatibility assessment relating to harmonics and dynamic effects. Informative values are given for some parts of the existing European railway networks, in annexes. NOTE For those railways within the scope of EU Interoperability Directive, definitive values are set out in the register of infrastructure published in accordance with Article 49 of Directive (EU) 2016/797, and the list of items included in the register is described in the commission decision (EU) 2019/777. The following electric traction systems are within the scope of this document: - railways; - guided mass transport systems that are integrated with railways; - material transport systems that are integrated with railways. Information is given on electrification parameters to enable train operating companies to confirm, after consultation with the rolling stock manufacturers, that risks of non-compatibility are minimized and that there will be no consequential disturbance on the electrification system. The interaction between pantograph and overhead contact line is dealt with in EN 50367:2020. The interaction with the control-command and signalling subsystem is not dealt with in this document. Basic considerations have been included concerning the use of accumulator trains.
- Standard64 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft65 pagesEnglish languagesale 10% offe-Library read for1 day
This document defines terms and specifies requirements for adhesive bonding and sealing work in rail vehicles and their components independent of the material of the adherend and the solidification mechanism, strength, and deformation properties of the adhesives.
This document is applicable to adhesive bonding and sealing adherends in the:
- development (pre-production);
- production (in-production);
- maintenance including repair (post-production);
- quality assurance of production, inspection, maintenance including repair of rail vehicles and their components.
This document is not applicable to:
- screw retention by the usage of adhesives, if a screw assembly without further safeguard of identical joint design is sufficient for the purpose;
- hybrid joints, if the expected function is given exclusively by another joining technology e.g. welding, screwing, riveting;
- production of vulcanizates;
- production of plywood;
- production of fibre reinforced plastic composites (FRP-composites);
- production of laminated safety glass;
- pure encapsulating of electronic parts;
- application of single-sided adhesive decorative films.
- Standard99 pagesEnglish languagesale 10% offe-Library read for1 day
- Draft123 pagesEnglish languagesale 10% offe-Library read for1 day