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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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"

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

  • Corrigendum
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This European Standard defines the functional and technical requirements for head, marker and tail lamps for high speed trains and conventional trains, excluding road, metro and self-contained systems.
This European Standard also defines the requirements for testing and conformity assessment.
Portable lamps are excluded from the scope of this European Standard.

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This European standard defines warning horn requirements which deliver the required audibility of approaching high speed trains and conventional trains, excluding road, metro and self-contained systems. For this purpose, the following requirements are included:
-   functional and technical requirements of the warning horn as a component,
-   functional and technical requirements of the integration of warning horns into the vehicle, and
-   test requirements.
Operational requirements for warning horns have been excluded.
NOTE   The requirements for the control of warning horns can be found in EN 16186-2.

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This European Standard defines the functional and technical requirements for exterior visible warning devices for urban rail vehicles as defined in the CEN-CENELEC Guide 26, i.e. metro systems, trams, light rail, and local rail systems.
This European Standard also defines the requirements for testing and conformity assessment.
NOTE   The requirements for exterior visible warning devices for mainline rail are found in prEN 15153-1.

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This European Standard defines the acoustic requirements and the test requirements for warning horns, bells (single and recurring sound) and whistles for urban rail vehicles as defined in the CEN CENELEC Guide 26, i.e. metro systems, trams, light rail, and 'local rail' systems. Additionally, the requirements for 'tram/trains' are included.
NOTE   The requirements for audible warning devices for mainline rail are found in prEN 15153-2.

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This technical report is applicable to tram vehicles according to EN 17343. Tram-Train vehicles, on track machines, infrastructure inspection vehicles and road-rail machines according to EN 17343 and demountable machines/machinery are not in the scope of this
technical report.
This technical report describes passive safety measures to reduce the consequences of collisions with pedestrians. These measures provide the last means of protection when all other possibilities of preventing an accident have failed, i.e.
- Design recommendations for the vehicle front to minimize the impact effect on a pedestrian when hit,
- Design recommendations for the vehicle front end for side (lateral) deflections in order to minimize the risk of being drawn under the vehicle on flat ground (embedded track),
- Design recommendations for the vehicle body underframe to not aggravate injuries to a pedestrian/body lying on the ground,
- Recommendations to prevent the pedestrian from being over-run by the leading wheels of the vehicle.
The following measures to actively improve safety are not in the scope of this technical report:
- Colour of front;
- Additional position lights;
- Additional cameras;
- Driver assistance systems;
- Additional acoustic warning devices, etc.;
- View of the driver / mirrors;
- Consequences for pedestrian injuries due to secondary impact with infrastructure (side posts, concrete ground, poles, trees, etc.).
The recommendations of this technical report only apply to new vehicles.

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

  • Standard
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This European Standard defines the functional and technical requirements for exterior visible warning devices for urban rail vehicles as defined in the CEN-CENELEC Guide 26, i.e. metro systems, trams, light rail, and local rail systems.
This European Standard also defines the requirements for testing and conformity assessment.
NOTE The requirements for exterior visible warning devices for heavy rail vehicles are found in EN 15153–1.
The decision was taken by simple majority with 14 positive vote(s), 0 negative vote(s) and 9 abstention(s).

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

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This document defines the functional and technical requirements for exterior audible warning devices for urban rail vehicles as defined in the CEN-CENELEC Guide 26, i.e. metro systems, trams, light rail, and local rail systems.
This document also defines the requirements for testing and conformity assessment.
NOTE    The requirements for exterior audible warning devices for heavy rail vehicles are found in EN 15153 2:2020.

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This document describes a process to demonstrate compatibility between Rolling Stock (RST) and Train Detection Systems (TDS). It describes the characterization of train detection systems, rolling stock and traction power supply systems. It is worth noting that the demonstration of technical compatibility between the rolling stock and infrastructure with respect to physical dimensions is not detailed in this document. This document 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 document. However, as far as is reasonably practicable, this document can be applied to modifications of rolling stock, traction power supply or train detection systems which may affect compatibility. The detailed process can be used where no rules and processes for compatibility are established.

  • Standard
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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. For wheel sensors and wheel detectors in other applications than axle counters but utilizing the same rail sensors and detectors, transient and continuous interference can be considered as equivalent to axle counter detectors or axle counter sensors.

  • Technical specification
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This European Standard specifies the functional requirements for rail vehicle windscreens, including type testing, routine testing and inspection methods.
For on-track machines (OTMs) when in transport mode (self-propelled or hauled) the requirements of this standard are applicable. OTMs in working configuration are outside the scope of this standard.
Determination of the size, shape, orientation and position of windscreens is outside the scope of this document. These data form part of the windscreen technical specification.
This document applies to windscreens made of laminated glass, which is the most commonly used material but also to other materials, subject to the performance requirements being satisfied.
This document does not specify requirements for the interfaces between the windscreen and the vehicle. Accordingly this document does not address issues relating to: structural integrity and crashworthiness.

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This document specifies the functional requirements for rail vehicle windscreens, including type testing, routine testing and inspection methods for high speed rail, heavy rail, light rail and metro applications.
This document is also applicable for tram vehicles.
For on-track machines (OTMs) when in transport mode (self-propelled or hauled) the requirements of this standard are applicable. OTMs in working configuration are outside the scope of this document.
Determination of the size, shape, orientation and position of windscreens is outside the scope of this document. These data form part of the windscreen technical specification.
This document applies to windscreens made of laminated glass, which is the most commonly used material but also to other materials, subject to the performance requirements being satisfied.
This document does not specify requirements for the interfaces between the windscreen and the vehicle. Accordingly this document does not address issues relating to: installation, structural integrity and crashworthiness.

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

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This European standard gives design rules and guidance in order to ensure proper access, lighting; seating and exit of the driver’s cab. The different dimensions are based on the anthropometric data defined in EN 16186-1. The corresponding assessment methods are also included in this standard. It covers the following aspects:
-   dimension and interior layout;
-   door access, steps, floor characteristics;
-   seats dimension and clearance;
-   interior cab lighting;
-   emergency exit;
-   marking and labelling.
This part of EN 16186 series applies to driver’s cabs of Electrical Multiple Unit (EMU), Diesel Multiple unit (DMU), Railcars, Locomotives and Driving trailers (Driving Coaches).
NOTE 1   This European Standard applies to rolling stock in the scope of the Directive 2008/57/EC [6].
For OTMs, see EN 14033-1 [12] and EN 15746-1 [18].
This part of EN 16186 applies to driver's desks installed on the left, on the right, or in a central position in the driver’s cab. Due to cab space and resulting desk integration constraints, desk layout can vary.
NOTE 2   Due to railway systems constraints, the level of comfort and accessibility provided to the persons outside the anthropometric range defined in EN 16186-1 may vary. Usually the operators manage the potential restrictions, if the driver uses extreme seat positions combined with extreme body heights.
This standard is not intended to be applicable for tramways, metro and light rail vehicles.

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This document gives design rules and requirements in order to ensure proper access, lighting, seating and exit of the driver’s cab. The different dimensions are based on the anthropometric data defined in EN 16186-1. The corresponding assessment methods are also included in this standard. It covers the following aspects:
-   dimension and interior layout;
-   door access, steps, floor characteristics;
-   seats dimension and clearance;
-   interior cab lighting;
-   emergency exit;
-   marking and labelling.
This part of the EN 16186 series applies to driver’s cabs of Electrical Multiple Unit (EMU), Diesel Multiple Unit (DMU), Railcars, Locomotives and Driving trailers (Driving Coaches).
NOTE 1   This European Standard applies to rolling stock in the scope of Directive 2008/57/EC [6].
This part of the EN 16186 series applies to driver's desks installed on the left, on the right, or in a central position in the driver’s cab. Due to cab space and resulting desk integration constraints, desk layout can vary.
NOTE 2   Due to railway systems constraints, the level of comfort and accessibility provided to the persons outside the anthropometric range defined in EN 16186-1 may vary. Usually the operators manage the potential restrictions, if the driver uses the full range of seat positions (as defined in this standard) combined with extreme body dimensions (as defined in EN 16186-1).
This document is not intended to be applicable for OTMs, tramways, metro and light rail vehicles.
NOTE 3   For OTMs, see EN 14033-1 [11] and EN 15746-1 [17].

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IEC - IEC parallel corrigendum.

  • Corrigendum
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This European Standard specifies all necessary design rules and associated assessment criteria as well as guidance concerning the design of information and the corresponding user interfaces of driver’s cabs of EMU, DMU, Railcars, Locomotives and Driving trailers.
NOTE 1   This standard applies to rolling stock in the scope of the Directive 2008/57/EC.
It considers the tasks the driver has to carry out and human factors. This standard specifies how information is arranged and displayed. It is explicitly applicable to display applications like TRD, ETD, CCD and TDD and may be completed by the CLC/TS 50459 series.
This standard is not applicable to legacy ATP systems. If requirements in this standard are in conflict with the ERA DMI document (ERA_ERTMS_015560) the requirements of the ERA DMI document should prevail for the CCD ETCS application.
NOTE 2   For resolving any discrepancies (e.g. 5.4.2.3) ERA is expected to harmonize the usage philosophy of the ERA DMI with this standard.
All assessments based on the normative requirements of this standard are applicable mainly to
-   symbols provided by Annex A,
-   arrangement of screen areas conform with Figure 1 (generic organization of information),
-   colours, fonts,
-   audible information.
This standard is applicable to the following aspects:
-   legibility and intelligibility of displayed information: general rules concerning the layout of information on the displays, including character size and spacing;
-   definition of harmonized colours, symbols, etc.;
-   definition of harmonized principles for the command interface (by physical or touchscreen buttons): size, symbols, reaction time, way to give feedback to the driver, etc.;
-   general arrangements (dialogue structures, sequences, layout philosophy, colour philosophy), symbols, audible information, data entry arrangements.
NOTE 3   If this standard deals with how information can be given for operation and in degraded situations, it does not define operating rules and degraded situations.
This standard does not request any safety requirement related with displayed information.
This standard specifies minimum requirements and does not prevent more complex solutions.
Requirements describing the functions using the display are out of scope of this standard.
"This standard is not intended to be applicable for tramway, metros and light rail vehicles."

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"This part of EN 16186 applies to driver’s cabs of Electrical Multiple Unit (EMU), Diesel Multiple Unit (DMU), railcars, locomotives and driving trailers.
NOTE 1   This standard applies to rolling stock in the scope of the Directive 2008/57/EC."
This part of EN 16186 applies to driver's desks installed on the left, on the right, or in a central position in the driver’s cab.
For OTMs, see EN 14033 1 "deleted text" and EN 15746 1 "deleted text".
This part of EN 16186 defines:
-   anthropometric data;
-   visibility conditions from the driver's cab, including forward visibility and the reference positions of line-side signals to be considered;
-   assessment methods.
"NOTE 2   Due to railway systems constraints the level of visibility provided to the persons outside the defined anthropometric range may vary. It is up to the operator’s safety management system to address the potential restriction of front visibility, if the driver uses extreme seat positions combined with extreme body heights."
"The actual seating and positioning habits of drivers regarding visibility, whether drivers are in or outside the range of anthropometric data of this standard is outside the scope of this document."
"This standard is not intended to be applicable for tramways, metros and light rail vehicles."

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This European Standard specifies all necessary design rules and associated assessment criteria as well as guidance concerning the design of information and the corresponding user interfaces of driver’s cabs of EMU, DMU, Railcars, Locomotives and Driving trailers.
NOTE 1   This standard applies to rolling stock in the scope of the Directive 2008/57/EC.
It considers the tasks the driver has to carry out and human factors. This standard specifies how information is arranged and displayed. It is explicitly applicable to display applications like TRD, ETD, CCD and TDD and may be completed by the CLC/TS 50459 series.
This standard is not applicable to legacy ATP systems. If requirements in this standard are in conflict with the ERA DMI document (ERA_ERTMS_015560) the requirements of the ERA DMI document should prevail for the CCD ETCS application.
NOTE 2   For resolving any discrepancies (e.g. 5.4.2.3) ERA is expected to harmonize the usage philosophy of the ERA DMI with this standard.
All assessments based on the normative requirements of this standard are applicable mainly to
-   symbols provided by Annex A,
-   arrangement of screen areas conform with Figure 1 (generic organization of information),
-   colours, fonts,
-   audible information.
This standard is applicable to the following aspects:
-   legibility and intelligibility of displayed information: general rules concerning the layout of information on the displays, including character size and spacing;
-   definition of harmonized colours, symbols, etc.;
-   definition of harmonized principles for the command interface (by physical or touchscreen buttons): size, symbols, reaction time, way to give feedback to the driver, etc.;
-   general arrangements (dialogue structures, sequences, layout philosophy, colour philosophy), symbols, audible information, data entry arrangements.
NOTE 3   If this standard deals with how information can be given for operation and in degraded situations, it does not define operating rules and degraded situations.
This standard does not request any safety requirement related with displayed information.
This standard specifies minimum requirements and does not prevent more complex solutions.
Requirements describing the functions using the display are out of scope of this standard.
"This standard is not intended to be applicable for tramway, metros and light rail vehicles."

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"This part of EN 16186 applies to driver’s cabs of Electrical Multiple Unit (EMU), Diesel Multiple Unit (DMU), railcars, locomotives and driving trailers.
NOTE 1   This standard applies to rolling stock in the scope of the Directive 2008/57/EC."
This part of EN 16186 applies to driver's desks installed on the left, on the right, or in a central position in the driver’s cab.
For OTMs, see EN 14033 1 "deleted text" and EN 15746 1 "deleted text".
This part of EN 16186 defines:
-   anthropometric data;
-   visibility conditions from the driver's cab, including forward visibility and the reference positions of line-side signals to be considered;
-   assessment methods.
"NOTE 2   Due to railway systems constraints the level of visibility provided to the persons outside the defined anthropometric range may vary. It is up to the operator’s safety management system to address the potential restriction of front visibility, if the driver uses extreme seat positions combined with extreme body heights."
"The actual seating and positioning habits of drivers regarding visibility, whether drivers are in or outside the range of anthropometric data of this standard is outside the scope of this document."
"This standard is not intended to be applicable for tramways, metros and light rail vehicles."

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

  • Corrigendum
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This European Standard contains the application requirements relevant to the radio remote control of a
traction unit for shunting application, operated by personnel not physically located at the controls within
the vehicle cab.
Requirements specification for radio means and wireless protocols, as well as requirements specification
for wireless communication between elements of the train, are not covered by this standard.
This European Standard is applicable to newly manufactured vehicles and retrofitted vehicles.

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This European Standard contains the application requirements relevant to the radio remote control of a traction unit for shunting application, operated by personnel not physically located at the controls within the vehicle cab. Requirements specification for radio means and wireless protocols, as well as requirements specification for wireless communication between elements of the train, are not covered by this standard. This European Standard is applicable to newly manufactured vehicles and retrofitted vehicles.

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This draft European Standard covers the requirements applicable to the Energy Measurement Function (EMF) of an Energy Measurement System (EMS) for use on board traction units for measurement of energy supplied directly from/to the Contact Line system.
This draft European Standard also gives requirements for the Current Measurement Function (e.g. current sensor), the Voltage Measurement Function (e.g. voltage sensor) and the Energy Calculation Function (e.g. energy meter).
The Conformity Assessment arrangements for the Voltage Measurement Function, Current Measurement Function, the Energy Calculation Function and a complete Energy Measurement Function are also specified in this document.
The standard has been developed taking into account that in some applications the EMF may be subjected to legal metrological control. All relevant metrological aspects are covered in this part.
Figure 2 shows the flow between the functional blocks of the EMF. Only connections between the functional blocks required by this standard are displayed.

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This draft European Standard specifies the conformity assessment arrangements for newly manufactured EMS installed on a traction unit. This includes the integration conformity assessment and installation conformity assessment. In addition, this document also specifies the conformity assessment procedures for device and ancillary component replacement (e.g. due to damage in service), and periodic check to verify the EMS conformity assessment remains valid.
This draft European Standard does not include elements related to conformity assessment aspects other than design review and testing provisions for the products, processes or services specified. Consequently, this part does not delete, change or interpret the general requirements for conformity assessment procedures and vocabulary detailed in EN/ISO/IEC 17000.
This draft European Standard does not cover the conformity assessment schemes that, according to CENELEC Internal Regulations, are the responsibility of ISO policy committee "Committee on conformity assessment" (ISO/CASCO).

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This draft European Standard applies to the on board and on board to ground communication services, i.e. it covers the data communication using digital interfaces:
a)   between functions implemented within the EMS;
b)   between EMS function and other on board subsystems;
c)   between EMS and ground communication services.
The on board data communication services of the EMS are covering the data exchange between functions of the EMS and the data exchange between EMS and other on board units, where data are exchanged using a communications protocol stack over a dedicated physical interface or a shared communication network.
The on board to ground communication services are covering the wireless data communication between the DHS and the on ground server.
Furthermore, this document includes conformity assessment requirements.

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This draft European Standard covers the requirements applicable to the Data Handling System (DHS) of an Energy Measurement System.
This document also includes the basic requirements for the Data Collection Service on-ground, relating to the acquisition and storage and export of Compiled Energy Billing Data.
The Conformity Assessment arrangements for the DHS and the DCS are specified in this document.
The settlement system is outside the scope of this standard, and the specification of the interface between DCS and settlement system is outside the scope of this standard.

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This draft European Standard describes the primary purpose of the EMS, which is to meter energy consumption for billing and provide compiled energy billing data (CEBD) to a DCS. The EMS may also be used for other functions such as energy management. In addition, this draft European Standard also describes the primary purpose of a DCS and its interactions with an EMS and settlement system.
This part of EN 50463:
-   gives requirements for the complete Energy Measurement System and also requirements for all devices implementing one or more functions of the Energy Measurement System;
-   applies to newly manufactured Energy Measurement Systems for use on board railway traction units, powered by a.c. and/or d.c. supply voltages as listed in EN 50163;
-   does not apply to portable Energy Measurement Systems.

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This European Standard covers the requirements applicable to the Energy Measurement Function (EMF) of an Energy Measurement System (EMS) for use on board traction units for measurement of energy supplied directly from/to the Contact Line system. This European Standard also gives requirements for the Current Measurement Function (e.g. current sensor), the Voltage Measurement Function (e.g. voltage sensor) and the Energy Calculation Function (e.g. energy meter). The Conformity Assessment arrangements for the Voltage Measurement Function, Current Measurement Function, the Energy Calculation Function and a complete Energy Measurement Function are also specified in this document. The standard has been developed taking into account that in some applications the EMF can be subjected to legal metrological control. All relevant metrological aspects are covered in this part. Figure 2 shows the flow between the functional blocks of the EMF. Only connections between the functional blocks required by this standard are displayed. (...)

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This European Standard specifies the conformity assessment arrangements for newly manufactured EMS installed on a traction unit. This includes the integration conformity assessment and installation conformity assessment. In addition, this document also specifies the conformity assessment procedures for device and ancillary component replacement (e.g. due to damage in service), and periodic check to verify the EMS conformity assessment remains valid. This European Standard does not include elements related to conformity assessment aspects other than design review and testing provisions for the products, processes or services specified. Consequently, this part does not delete, change or interpret the general requirements for conformity assessment procedures and vocabulary detailed in EN/ISO/IEC 17000. This European Standard does not cover the conformity assessment schemes that, according to the CEN-CENELEC Internal Regulations, are the responsibility of ISO policy committee "Committee on conformity assessment" (ISO/CASCO).

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This European Standard describes the primary purpose of the EMS, which is to meter energy consumption for billing and provide compiled energy billing data (CEBD) to a DCS. The EMS may also be used for other functions such as energy management. In addition, this European Standard also describes the primary purpose of a DCS and its interactions with an EMS and settlement system. This part of EN 50463: - gives requirements for the complete Energy Measurement System and also requirements for all devices implementing one or more functions of the Energy Measurement System; - applies to newly manufactured Energy Measurement Systems for use on board railway traction units, powered by AC. and/or DC. supply voltages as listed in EN 50163; - does not apply to portable Energy Measurement Systems.

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This European Standard covers the requirements applicable to the Data Handling System (DHS) of an Energy Measurement System (EMS). This document also includes the basic requirements for the Data Collecting System (DCS) on-ground, relating to the acquisition and storage and export of Compiled Energy Billing Data (CEBD). The Conformity Assessment arrangements for the DHS and the DCS are specified in this document. The settlement system is outside the scope of this standard, and the specification of the interface between DCS and settlement system is outside the scope of this standard.

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This European Standard applies to the on board and on board to ground communication services, i.e. it covers the data communication using digital interfaces: a) between functions implemented within the EMS; b) between EMS function and other on board subsystems; c) between EMS and ground communication services. The on board data communication services of the EMS cover the data exchange between functions of the EMS and the data exchange between EMS and other on board units, where data are exchanged using a communications protocol stack over a dedicated physical interface or a shared communication network. The on board to ground communication services cover the wireless data communication between the DHS and the on ground server. Furthermore, this document includes conformity assessment requirements.

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    165 pages
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This standard gives design rules and guidance in order to ensure a proper visibility, luminance and contrast of screens, controls and indicators in the cab in all operating conditions (day, night, natural or artificial incidental lighting).
It covers two aspects:
   Necessary characteristics of the screens, controls and indicators in order to ensure a proper visibility: range of luminance and contrast, and possibility of adjustment of perceived brightness.
   Rules for installation of the screens, keyboards, controls and indicators in the cab and on the driver’s desk: position, angle of visibility, etc. with consideration of the normal driving position and of the working environment (windscreen, natural or artificial lighting in the cab, unwanted glare and reflections, etc.).

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    74 pages
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This European Standard is applicable for Electrical Multiple Units (EMU), Diesel Multiple Units (DMU), Railcars, Locomotives, Driving Trailers (Driving Coaches).
NOTE 1   This European Standard applies to rolling stock in the scope of the Directive 2008/57/EC [1].
This part of EN 16186 applies to driver's desks installed on the left, on the right, or in a central position in the driver’s cab.
NOTE 2   For OTMs, see EN 14033-1 [5] and EN 15746-1 [6].
This European Standard gives design rules and guidance in order to ensure proper visibility, luminance and contrast of screens, controls and indicators in the cab in all operating conditions (day, night, natural or artificial incidental lighting).
It covers four aspects:
-   necessary characteristics of the displays, controls and indicators in order to ensure proper visibility: range of luminance and contrast, and possibility of adjustment of perceived brightness;
-   rules for positioning of the displays, keyboards, controls and indicators in the cab and on the driver’s desk: position, angle of visibility, etc. with consideration of the normal driving position and of the working environment (windscreen, natural or artificial lighting in the cab, unwanted glare and reflections, etc.);
-   necessary characteristics and rules for positioning of microphone and loudspeaker;
-   design of symbols.

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    74 pages
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This European standard defines, for the purpose of ensuring compatibility between rolling stock and axle counter systems, the measurement and evaluation methods of rolling stock emissions to demonstrate compatibility. The established limits for compatibility are defined as magnetic field strength that can disturb the axle counter detectors, as part of the axle counter system. In the relevant frequency range of the axle counter detectors the magnetic field is dominant and only this type of field is considered. Experience has shown that the effects of electric fields are insignificant and therefore not considered. For axle counters systems whose limits are not defined in terms of magnetic fields at a detector level, National Rules apply where they exist. NOTE The influence from metal parts or inductively coupled resonant circuits on the vehicle, eddy current brakes or magnetic brakes is out of the scope of this EN. Compatibility is established through individual testing according to the EN 50238 series or National Notified Technical Rules.

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This standard specifies the requirement of the draw gear and screw coupling for the end rolling stock that have to couple with other interoperable rolling stock (freight wagons, locomotives, passenger vehicles ...).
This standard covers the functionality, construction, interfaces and testing including pass/fail criteria for draw gear and screw coupling.
The standard describes three categories of classification of draw gear and screw coupling, (1 MN, 1,2 MN and 1,5 MN).

  • Standard
    68 pages
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This International Standard applies to traction and auxiliary power transformers installed on
board rolling stock and to the various types of power inductors inserted in the traction and
auxiliary circuits of rolling stock, of dry or liquid-immersed design.
NOTE The requirements of IEC 60076 (all parts) are applicable to transformers and inductors where they do not
conflict with this standard, or with the specialized IEC publications dealing with traction applications.
This standard can also be applied, after agreement between purchaser and manufacturer, to
the traction transformers of three-phase a.c. line-side powered vehicles and to the
transformers inserted in the single-phase or poly-phase auxiliary circuits of vehicles, except
instrument transformers and transformers of a rated output below 1 kVA single-phase or
5 kVA poly-phase.
This standard does not cover accessories such as tap changers, resistors, heat exchangers,
fans, etc., intended for mounting on the transformers or inductors, which are tested separately
according to relevant rules.

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This Technical Report describes the background on the anthropometric data provided by EN 16186 1 [1].

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This Technical Report describes the background on the anthropometric data provided by EN 16186-1 [1].

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Describe a procedure for mutual acceptance of rolling stock to run over specific routes. It describes the methods of measurement of interference currents, the methods of measurement of the susceptibility of train detection systems, the characteristics of traction power supplies and the procedure for acceptance.

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This European Standard specifies requirements regarding the interface for diesel refuelling equipment for railway vehicles fitted with diesel power units at designated servicing sites.
This European Standard is written for refuelling railway vehicles with fuels that comply with Directive 2009/30/EC Annex II.
It is not applicable to mobile or temporary refuelling sites.

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    14 pages
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This European Standard specifies interface requirements on vehicles and at designated fuelling points for diesel refuelling equipment for any railway vehicle fitted with a diesel power unit(s).
This European Standard is written for refuelling railway vehicles with fuels that are compliant with Directive 2009/30/EC.
This European Standard is not applicable to mobile or temporary refuelling points.

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    14 pages
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This European Standard intends to define environmental conditions within Europe. NOTE 1 It can also be applied elsewhere by agreement. The scope of this European Standard covers the definitions and ranges of the following parameters: Altitude, temperature, humidity, air movement, rain, snow and hail, ice, solar radiation, lightning, pollution for rolling stock and on-board equipment (mechanical, electromechanical, electrical, electronic). In particular, this European Standard defines interface conditions between the vehicle and its environment. The defined environmental conditions are considered as normal in service. NOTE 2 Further guidance on severe conditions can be found within prEN 16251. Rolling stock or parts of it can also be used outside the specification with reduced performance. NOTE 3 In these cases, relevant operating rules could be necessary to ensure the technical compatibility between the rolling stock and environmental conditions. Microclimates surrounding components may be defined by relevant product standards or by special requirements. Passenger effects on the equipment and equipment effects on the passengers are not considered in this European Standard. This European Standard does not apply to cranes, mining vehicles, cable cars. This European Standard also does not apply to natural disaster (e.g. earthquake).

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