This European Standard specifies requirements for the;
-   approval of training facilities, testing and maintaining the skills of aluminothermic welders and welding trainers. It applies to those aluminothermic welding processes compliant with the requirements of EN 14730-1. It requires that the system for training and testing of welders shall be approved by the railway authority.
-   approval of aluminothermic welding contractors. It applies to those contractors using aluminothermic welding processes compliant with the requirements of EN 14730-1 and who employ welders in the possession of a valid permit to weld as defined in section 4 of this standard.
-   acceptance of the final aluminothermic weld inspections and aluminothermic weld inspectors approved by the railway authority. It does not cover any previous weld inspections by the welder or others.
The standard also applies to aluminothermic welds produced on Vignole railway rail 46 kg/m and above, as contained in EN 13674-1.

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

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This European Standard characterizes the quality of track geometry based on parameters defined in EN 13848 1 and specifies the different track geometry classes which should be considered.
This European Standard covers the following topics:
- description of track geometry quality;
- classification of track quality according to track geometry parameters;
- considerations on how this classification can be used;
- this European Standard applies to high-speed and conventional lines of 1 435 mm and wider gauge;
- this European Standard forms an integral part of EN 13848 series.

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This Standard specifies the defect management system the infrastructure manager uses to control the risk of severe accidents due to degradation of internal or surface defects on rails complying with EN 13674-1, EN 13674-2, EN 13674-4 and EN 15689 (excluding grooved rails EN 14811 - which need alternative systems).

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This European Standard specifies the minimum requirements for track geometry measuring principles and systems in order to produce comparable results when measuring the same track. It applies to all measuring systems, attended or unattended, fitted on any vehicle, except track construction and maintenance machines. Only systems put into service after the standard comes into force are concerned.
This standard does not define the requirements for vehicle acceptance.
This standard does not apply to measuring systems dedicated to urban rail such as tramways, light rail or similar networks.

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This part of EN 13231 series defines the technical requirements and measurements for the acceptance of works for longitudinal and / or transverse reprofiling of railway rail heads in plain line, switches and crossings and expansion devices.
It applies to Vignole rails of 46 kg/m and above according to EN 13674 1.

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This document is applicable to under ballast mats used in ballasted track and defines the test procedures and their evaluation criteria.
This document provides particular information in the following areas:
-   test methods, test arrangements and evaluation criteria of under ballast mat;
-   data supplied by the purchaser and by the supplier;
-   definition of general process of design approval tests;
-   definition of routine tests.
This document defines the specific test procedures for under ballast mat:
-   stiffness tests;
-   fatigue tests;
-   number of tests for severe environmental condition.
This document also sets out procedures for testing fitness for purpose and provides information on quality monitoring as part of quality assurance procedures. This document does not, however, contain requirements pertaining to the functions of under ballast mats. It is the responsibility of the purchaser to define these requirements and to choose the optional tests.

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This European Standard is applicable to rail fastening systems used with grooved rails for tram and light rail tracks, including tracks embedded in streets.
The requirements apply to:
-   fastening systems which act on the foot and/or web of the rail including direct and indirect fastening systems;
-   fastening systems for the rail sections in EN 14811
This standard is not applicable to fastening systems for other rail sections or special fastening systems used at bolted joints or glued joints.
This standard is for type approval of a complete fastening assembly only.

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This document specifies a laboratory test procedure for applying repeated displacement cycles representative of the displacements caused by traffic on railway track. It is used for assessing the long term performance of direct fastening systems.
The procedure is applicable to surface mounted rail on sleepers, bearers and slab track, and embedded rail.
This test procedure applies to a complete fastening assembly.

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This document specifies laboratory test procedures to determine the static and dynamic stiffness of rail pads, baseplate pads and complete rail fastening assemblies.

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This document is applicable to testing of rails installed in track for detecting rail surface cracks. This part of this European Standard applies to testing equipment in inspection-trains or reprofiling machines and manual systems. This document specifies the requirement for testing principles and systems in order to produce comparable results in respect to the location and the characteristic of surface cracks. This document is not aiming to give any guidelines for managing the result of eddy current rail testing. This document does not define the requirements for vehicle acceptance. This document is not concerned with production testing of rails in a production plant. This document applies only to rail profiles meeting the requirements of EN 13674-1.

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This document is applicable to testing of rails installed in track for detecting rail surface cracks. This document applies to testing equipment in inspection-trains or reprofiling machines and manual systems. This document specifies the requirement for testing principles and systems in order to produce comparable results in respect to the location and the characteristic of surface cracks. This document is not aiming to give any guidelines for managing the result of eddy current rail testing. This document does not define the requirements for vehicle acceptance. This document is not concerned with production testing of rails in a production plant. This document applies only to rail profiles meeting the requirements of EN 13674-1.

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

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

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This document specifies minimum functional requirements for urban rail signalling and control systems - which operate on line of sight or using automatic interlock signalling with intermittent train control, - not covered by the existing UGTMS standard EN 62290 series, - not forming a part of an urban traffic control system but possibly interfaced with such systems. The document is restricted to minimum functional requirements which allow users to define more specific requirements based on the given framework of the system requirements at top level. This document is not applicable to command and control systems for urban rail using continuous data transmission and continuous supervision of train movements by train protection profile (already covered by the EN 62290 series).

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This European Standard specifies a direct method for characterizing the surface roughness of the rail and
wheel associated with rolling noise ("acoustic roughness"), in the form of a one-third octave band spectrum. This
standard describes a method for:
a) selecting measuring positions along a track or selecting wheels of a vehicle;
b) selecting lateral positions for measurements;
c) the data acquisition procedure;
d) measurement data processing in order to estimate a set of one-third octave band roughness spectra;
e) presentation of this estimate for comparison with limits of acoustic roughness;
f) comparison with a given upper limit in terms of a one-third octave band wavelength spectrum;
g) the measuring system requirements.
It is applicable to:
a) the performance testing of reference track sections in relation to the acceptance test for noise emitted by
railway vehicles;
b) the performance testing of track sections in relation to noise emitted by railway vehicles;
c) the acceptance of the running surface condition only in the case where the acoustic roughness is the
acceptance criterion;
d) the assessment of the wheel surface condition as an input for the acoustic acceptance of brake blocks;
e) the assessment of the wheel and rail roughness as input to the calculation of combined wheel rail
roughness;
f) the diagnosis of wheel-rail noise issues for specific tracks or wheels;
g) the assessment of the wheel and rail roughness as input to rolling noise modelling;
h) the assessment of the wheel and rail roughness as input to noise source separation methods.
It is not applicable to the:
a) measurement of roughness using an indirect method;
b) direct measurement of combined wheel-rail roughness;
c) analysis of the effect of wheel-rail interaction, such as a “contact filter”;
d) approval of rail and wheel reprofiling, including rail grinding operations, except for those where the
acoustic roughness is specifically the approval criterion (and not the grinding quality criteria as provided
in e.g. EN 13231);
e) characterisation of track and wheel geometry except where associated with noise generation.

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1.1   This document specifies a direct measurement method for characterizing the surface roughness of the rail and wheel associated with rolling noise ("acoustic roughness"), in the form of a one-third octave band spectrum.
This document describes a method for:
a)   selecting measuring positions along a track or selecting wheels of a vehicle;
b)   selecting lateral positions for measurements;
c)   the data acquisition procedure;
d)   measurement data processing in order to estimate a set of one-third octave band roughness spectra;
e)   presentation of this estimate for comparison with limits of acoustic roughness;
f)   comparison with a given upper limit in terms of a one-third octave band wavelength spectrum;
g)   the measuring system requirements.
1.2   It is applicable to the:
a)   compliance testing of reference track sections in relation to the acceptance test for noise emitted by railway vehicles;
b)   performance testing of track sections in relation to noise emitted by railway vehicles;
c)   acceptance of the running surface condition only in the case where the acoustic roughness is the acceptance criterion;
d)   assessment of the wheel surface condition as an input for the acoustic acceptance of brake blocks;
e)   assessment of the wheel and rail roughness as input to the calculation of combined wheel rail roughness;
f)   diagnosis of wheel-rail noise issues for specific tracks or wheels;
g)   assessment of the wheel and rail roughness as input to rolling noise modelling;
h)   assessment of the wheel and rail roughness as input to noise source separation methods.
1.3   It is not applicable to the:
a)   measurement of roughness (rail roughness, wheel roughness or combined roughness) using an indirect method;
b)   analysis of the effect of wheel-rail interaction, such as a “contact filter”;
c)   approval of rail and wheel reprofiling, including rail grinding operations, except for those where the acoustic roughness is specifically the approval criterion (and not the grinding quality criteria as provided in e.g. EN 13231-3);
d)   characterization of track and wheel geometry except where associated with noise generation.

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CCMC - reference corrected.
2019-09-18 mah: no xml because AC

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This European Standard gives definitions for the principal track geometry parameters and specifies minimum requirements for measurement, the analysis methods and the presentation of results. The aim is to allow the comparability of the output of different measuring systems.

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This document specifies flat bottom Vignole railway rails from 27 kg/m to, but excluding 46 kg/m.
Eight pearlitic steel grades are specified covering a rail hardness range of 200 HBW to 440 HBW and include non-heat-treated non-alloy steels, non-heat-treated alloy steels, heat-treated non-alloy steels and heat-treated alloy steels.
There are 15 rail profiles specified in this document, but these may not be available in all steel grades.

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This European Standard specifies requirements for grooved rails and associated construction rail profiles for grooved rail facilities with a linear mass of 42 kg/m and upwards for use in tram transport systems.
NOTE   Grooved rails are also used for harbour and industrial tracks.
Six pearlitic steel grades are specified in a hardness range between 200 HBW and 390 HBW. The rails are either non-heat-treated or heat-treated and are made from non-alloyed (C-Mn) steel in both cases.
This standard specifies 18 specific grooved rail profiles and 7 specific construction rail profiles. The grooved rail profiles can also be used as construction elements in switches and crossings.
Two grooved rail classes are specified differing in requirements for profile tolerances.

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This document gives definitions for the principal track geometry parameters and specifies minimum requirements for measurement and the analysis methods. The aim is to allow the comparability of the output of different measuring systems.
This document does not apply to Urban Rail Systems.

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This document specifies requirements for grooved rails and associated construction rail profiles for grooved rail facilities with a linear mass of 42 kg/m and upwards for use in tram transport systems.
NOTE   Grooved rails are also used for harbour and industrial tracks.
Five pearlitic steel grades are specified in a hardness range between 200 HBW and 390 HBW. The rails are either non-heat-treated or heat-treated and are made from non-alloyed (C-Mn) steel in both cases.
This document specifies 26 specific grooved rail profiles and 7 specific construction rail profiles. The grooved rail profiles can also be used as construction elements in switches and crossings.
Two grooved rail classes are specified differing in requirements for profile tolerances.

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This European Technical Report has been prepared to provide a technical basis for determining the laboratory test parameters (load, angle and position of load application) to be used when carrying out repeated load tests according to the method of EN 13146-4, taking into account evidence from both track testing and theoretical analysis and also considering experience in using the past versions of the EN 13481 series of standards. Statistical variations in applied loads and their influence on safety factors are also considered.
This report may be used to determine and justify loading parameters which will be required by future versions of the EN 13481 standards, including cases outside the current Scope of those standards e.g. track with wider support spacing, higher axle loads, sharper curves, etc.

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This European Standard specifies a laboratory test procedure to determine:
- the maximum longitudinal force that can be applied to a rail, secured to a sleeper, bearer or element of slab track by a rail fastening assembly, without non-elastic displacement of the rail occurring,
or
- the longitudinal stiffness at a specified longitudinal displacement of a specimen of embedded rail with an adhesive fastening system,
and, (for any type of fastening system)
- to determine values of shear displacement and slip data for track-bridge interaction calculations.

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This European Standard specifies a laboratory test procedure for determining the clamping force exerted by the fastening system on the foot of a rail by measuring the force to separate the rail foot from its immediate support. When required the procedure is also used to determine the uplift stiffness of the fastening system. It is applicable to systems with and without baseplates on all types of sleepers, bearers and elements of slab track.
The test does not determine the security of fastening components fixed into the sleeper or other fastening system support.
This test procedure applies to a complete fastening assembly. It is not applicable to fastening systems for embedded rail.

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1.1   General
This European Standard deals with the technical requirements to minimize the specific railway hazards of railbound construction and maintenance machines - henceforward referred to as machines, intended for use on urban rail. These hazards can arise during the commissioning, the operation and the maintenance of machines when carried out in accordance with the specification given by the manufacturer or his authorized representative.
The requirements in this standard amend those in EN 14033-1 to -3 as required for the use of the machine on urban railways. Where a machine is designed and intended for use on mainline and urban rail, compliance with the most onerous conditions of EN 14033-1 and EN 14033-4 will be required.
This European Standard does not apply to the following:
-   the requirements for quality of the work or performance of the machine;
-   the specific requirements established by the machine operator for the use of machines, which will be the subject of negotiation between the manufacturer and the Urban Rail Manager;
-   moving and working whilst not on rails.
This European Standard does not establish the additional requirements for the following:
-   operation subject to special rules, e.g. potentially explosive atmospheres;
-   hazards due to natural causes, e.g. earthquake, lightning, flooding;
-   working methods;
-   operation in severe working conditions requiring special measures, e.g. in tunnels or cuttings, extreme environmental conditions such as: freezing temperatures, high temperatures, corrosive environments, tropical environments, contaminating environments, strong magnetic fields;
-   hazards occurring when used to handle suspended loads which may swing freely.
Other track construction and maintenance machines used on railway tracks are dealt with in other European Standards, see Annex B.
1.2   Scope of urban rail
Urban rail systems cover Urban Guided Transport systems (UGT) and might include other rail systems excluded from the scope of the Interoperability Directive 2008/57/EC (Article 1.3 (a) and (b))1.
Urban Guided Transport systems (UGT), which cover metro, tram and light rail, are defined as public transport systems permanently guided at least by one rail, intended for the operation of local, urban and suburban passenger services with self-propelled vehicles and operated either segregated or not from general road and pedestrian traffic.
Categories of urban rail systems include:
-   (I) Metros: UGT systems operated on their own right of way and segregated from general road and pedestrian traffic. They are consequently designed for operations in tunnel, viaducts or on surface level but with physical separation in such a way that inadvertent access is not possible. In different parts of the world, Metro systems are also known as the underground, the subway or the tube. Rail systems with specific construction issues operating on a segregated guideway (e.g. monorail, rack railways) are also treated as Metros as long as they are designated as part of the urban public transport network.
-   (II) Trams: UGT systems not segregated from general road and pedestrian traffic, which share their right of way with general road and/or pedestrian traffic and are therefore embedded in their relevant national road traffic legislation (highway codes and specific adaptations).
-   (III) Light Rail: Light Rail is defined as a UGT system operated in parts of the system not segregated from general road and pedestrian traffic, and in parts of the system with segregated right-of-way. The segregation may include some sections of line where inadvertent access is not possible.
-   (IV) Local rail systems which by national decision complying with Article 1 (3) a) or b) of Directive 2008/57/EC may be excluded from the European Community Rail System.
NOTE   Such systems connect city centres with their suburban hinterland or regional local centres. (....)

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This document presents the technical basis for the loading conditions (the load magnitude, the load angle and the position of load application) to be used when performing the repeated load tests described by EN 13146-4. This basis consists of measurements made in-track, theoretical analysis and experience of using the previous versions of the EN 13481 series. Statistical variations in the applied loads and their influence on safety factors are also considered.

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1.1   General
This document deals with the technical requirements to minimize the specific railway hazards of railbound construction and maintenance machines - henceforward referred to as machines, intended for use on urban rail systems. These hazards can arise during the commissioning, the operation and the maintenance of machines when carried out in accordance with the specification given by the manufacturer or his authorized representative.
The requirements in this standard amend those in EN 14033-1 to −3 as required for the use of the machine on urban rail systems. Where a machine is designed and intended for use on mainline and urban rail systems, compliance with the most onerous conditions of EN 14033-1 to −3 and EN 14033-4 will be required.
This document does not apply to the following:
-   requirements for quality of the work or performance of the machine;
-   machines moving and working whilst not on rails;
-   specific requirements established by the machine owner and/or operating company for the use of machines, which will be the subject of negotiation between the manufacturer and the Urban Rail Manager.
This document does not establish additional requirements for the following:
-   operation subject to special rules, e.g. potentially explosive atmospheres;
-   hazards due to natural causes, e.g. earthquake, lightning, flooding;
-   working methods;
-   operation in severe working conditions requiring special measures, e.g. in tunnels or cuttings, extreme environmental conditions such as: freezing temperatures, high temperatures, corrosive environments, tropical environments, contaminating environments, strong magnetic fields;
-   hazards that may occur when a machine is used to handle suspended loads which may swing freely.
Other track construction and maintenance machines used on railway tracks are dealt with in other European Standards, see Annex B.
1.2   Scope of urban rail systems
Urban rail systems cover Urban Guided Transport systems (UGT) and might include other rail systems excluded from the scope of the Interoperability Directive 2008/57/EC (Article 1.3 (a) and (b))1.
Urban Guided Transport systems (UGT), which cover metro, tram and light rail, are defined as public transport systems permanently guided at least by one rail, intended for the operation of local, urban and suburban passenger services with self-propelled vehicles and operated either segregated or not from general road and pedestrian traffic.
Categories of urban rail systems include:
-   (I) Metros: UGT systems operated on their own right of way and segregated from general road and pedestrian traffic. They are consequently designed for operations in tunnel, viaducts or on surface level but with physical separation in such a way that inadvertent access is not possible. In different parts of the world, Metro systems are also known as the underground, the subway or the tube. Rail systems with specific construction issues operating on a segregated guideway (e.g. monorail, rack railways) are also treated as Metros as long as they are designated as part of the urban public transport network.
-   (II) Trams: UGT systems not segregated from general road and pedestrian traffic, which share their right of way with general road and/or pedestrian traffic and are therefore embedded in their relevant national road traffic legislation (highway codes and specific adaptations).
-   (III) Light Rail: Light Rail is defined as a UGT system operated in parts of the system not segregated from general road and pedestrian traffic, and in parts of the system with segregated right-of-way. The segregation may include some sections of line where inadvertent access is not possible.
-   (IV) Local rail systems which by national decision complying with Article 1 (3) a) or b) of Directive 2008/57/EC may be excluded from the European Community Rail System.

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This document specifies the laboratory test procedure to determine:
a) the maximum longitudinal force that can be applied to a rail, secured to a sleeper, bearer or element of slab track by a rail fastening assembly, without non-elastic displacement of the rail occurring, or the longitudinal stiffness at a specified longitudinal displacement of a specimen of embedded rail with an adhesive fastening system, and, for any type of fastening,
b) the shear displacement and slip data required for track-bridge interaction calculations.

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This document specifies the laboratory test procedure for determining the clamping force exerted by the fastening system on the foot of the rail by measuring the force to separate the rail foot from its immediate support. When required, the procedure is also used to determine the uplift stiffness of the fastening system. It is applicable to systems with and without baseplates on all types of sleepers, bearers or elements of slab track. The test does not determine the security of the fastening components fixed into the sleeper or other fastening system support.
This test procedure applies to a complete fastening assembly. It is not applicable to fastening systems for embedded rail or other fastening systems that do not act on the foot of the rail.

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This part of this European Standard defines the requirements for qualification of the personnel who plan, carry out and supervise non-destructive testing in industrial sector - Railway maintenance infrastructure, on rails in switches, crossings and plain track.
Safety of staff working on or near the railway track is part of the infrastructure manager safety management system and is not part of this standard.
This part of this European Standard applies only to rail profiles meeting the requirements of EN 13674 1 and EN 13674-2.

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This document defines the requirements for qualification of the personnel who plan, carry out and supervise non-destructive testing in industrial sector - Railway maintenance infrastructure, on rails in switches, crossings and plain track.
Safety of staff working on or near the railway track is part of the infrastructure manager safety management system and is not part of this standard.
This document applies only to rail profiles meeting the requirements of EN 13674 1 and EN 13674 2.

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This European Standard specifies requirements for the approval of a welding process in a fixed plant, together with the requirements for subsequent welding production.
It applies to new Vignole railway rails R220, R260, R260Mn and R350HT grade rails of 46 kg/m and above, as contained in EN 13674-1, welded by a flash butt welding process in a fixed plant and intended for use on railway infrastructure.
This European Standard applies to the welding of rails into welded strings.

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This document specifies requirements for the approval of a welding process in a fixed plant, together with the requirements for subsequent welding production.
It applies to new Vignole railway rails R220, R260, R260Mn, R320Cr, R350HT, R350LHT, R370CrHT and R400HT grade rails of 46 kg/m and above, as contained in EN 13674 1, welded by a flash butt welding process in a fixed plant and intended for use on railway infrastructure.
This document applies to the welding of rails into welded strings.

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This document is applicable to safety-related electronic systems (including subsystems and equipment) for railway signalling applications. This document applies to generic systems (i.e. generic products or systems defining a class of applications), as well as to systems for specific applications. The scope of this document, and its relationship with other CENELEC standards, are shown in Figure 1. This document is applicable only to the functional safety of systems. It is not intended to deal with other aspects of safety such as the occupational health and safety of personnel. While functional safety of systems clearly can have an impact on the safety of personnel, there are other aspects of system design which can also affect occupational health and safety and which are not covered by this document. This document applies to all the phases of the life cycle of a safety-related electronic system, focusing in particular on phases from 5 (architecture and apportionment of system requirements) to 10 (system acceptance) as defined in EN 50126-1:2017. Requirements for systems which are not related to safety are outside the scope of this document. This document is not applicable to existing systems, subsystems or equipment which had already been accepted prior to the creation of this document. However, so far as reasonably practicable, it should be applied to modifications and extensions to existing systems, subsystems and equipment. This document is primarily applicable to systems, subsystems or equipment which have been specifically designed and manufactured for railway signalling applications. It should also be applied, so far as reasonably practicable, to general-purpose or industrial equipment (e.g. power supplies, display screens or other commercial off the shelf items), which is procured for use as part of a safety-related electronic system. As a minimum, evidence should be provided in such cases (more information is given in 6.2) to demonstrate either - that the equipment is not relied on for safety, or - that the equipment can be relied on for those functions which relate to safety. This document is aimed at railway duty holders, railway suppliers, and assessors as well as at safety authorities, although it does not define an approval process to be applied by the safety authorities.

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This draft European Standard applies only for noise barriers composed of posts as structural elements and panels as acoustic elements (fabricated for example from metal, timber, plastic or concrete panels, etc.), including accidental combination of these materials. It also applies for acoustic claddings of existing walls and partial or total acoustic coverings of the rail track.
Acoustic elements need to be tested together with the structural elements to represent the noise barrier as in the intended use.
This draft European Standard provides criteria to verify railway noise barriers and related devices according to basic mechanical performance under standard conditions of exposure, irrespective of the materials used. A range of conditions and optional requirements is provided to allow for the wide diversity of practice within Europe. Individual aspects of performance are covered separately in the annexes.
This draft European Standard provides test methods and criteria for the assessment of railway noise barriers with respect to their mechanical performance and stability under static loading.

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This draft European Standard specifies requirements for assessing the working life and provides the relevant exposure conditions.
Standards of construction and any material tests conducted should provide evidence of resistance to specified conditions selected from the following:
I.   Chemical Agents   Location
dependent
II.   De-icing salt   Location/climate
dependent
III.   Dirty water/dust   Location/
Climate
dependent
IV.   Dew   Climate
dependent
V.   Freeze/thaw   Climate
dependent
VI.   Cold   Climate
dependent
VII.   Heat   Climate
dependent
VIII.   UV Radiation   Climate
dependent
IX.   Traffic Vibration   Location
dependent
X.   Biological Process   Climate
dependent
XI.   Ozone   Location
dependent
XII.   Water   Climate
dependent
XIII.   Water spray
Wet/dry   Location
dependent
NOTE   Special care needs to be taken for combinations of different materials, whether inside a single device or in combination with other devices (for example: a combination of different acoustic elements or another combination of acoustic and structural elements).

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This European Standard describes the basic requirements for the verification of ultimate and serviceability limit states and the resistance to fatigue either of the noise barrier or its components by means of analytical methods and/or tests.
Analytical methods can be used for the determination of the characteristic values and design values.
Where sufficient information is not available, the analytical procedure may be combined with results from tests.
The following types of test procedures may be used:
- test on small samples for defining detail categories, which may not be covered by Eurocodes (verification procedure A provided within the present European Standard);
- test on a global element for defining the limit state against fatigue (verification procedure B provided within the present European Standard).
In order to verify the assumptions of the design model, a static load test of the components shall be performed according to prEN 16727-1.
Alternatively, fatigue resistance of the noise barrier components can be determined for defined loading conditions by mean of full scale tests under a given representative loading (verification procedure C provided within the present standard).

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This European Standard specifies the procedure for inspection, planning and execution of rail reprofiling work including description of rail surface defects. It concerns work in both plain lines and switches and crossings generally done with machines according to the EN 14033 series and EN 15746 series.
It applies to vignole railway rails of 46 kg/m and above according to EN 13674-1.

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This document describes the basic requirements for the verification of ultimate and serviceability limit states and the resistance to fatigue either of the noise barrier or its components by means of analytical methods and/or tests.
Analytical methods can be used for the determination of the characteristic values and design values.
Where sufficient information is not available, the analytical procedure can be combined with results from tests.
This document provides the following types of test procedures:
-   test on small samples for defining detail categories, which may not be covered by Eurocodes (verification procedure A);
-   test on a global element for defining the limit state against fatigue (verification procedure B);
-   full scale tests under a given representative loading (verification procedure C) to determine fatigue resistance of the noise barrier components for defined loading conditions; verification procedure C is given as alternative to verification procedures A and B.

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This document specifies the procedure for planning and execution of rail reprofiling work including description of rail surface defects. It concerns work in both plain lines and switches and crossings generally done with machines according to the EN 14033 series and EN 15746 series.
It applies to vignole railway rails of 46 kg/m and above according to EN 13674-1.

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This document applies only to noise barriers composed of posts as structural elements and panels as acoustic elements (fabricated for example from metal, timber, plastic or concrete panels). It also applies for acoustic claddings of existing walls and partial or total acoustic coverings of the rail track.
It is important that acoustic elements are tested together with the structural elements to represent the noise barrier as in the intended use.
This document provides criteria to verify railway noise barriers and related devices according to basic mechanical performance under standard conditions of exposure, irrespective of the materials used. A range of conditions and optional requirements is provided to allow for the wide diversity of practice within Europe. Individual aspects of performance are covered separately in the annexes.
This document provides test methods and criteria for the assessment of railway noise barriers with respect to their mechanical performance and stability under static loading.

  • Standard
    17 pages
    English language
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This European Standard specifies requirements for assessing the working life and provides the relevant exposure conditions.
Standards of construction and any material tests conducted should provide evidence of resistance to specified conditions selected from the following:
I.   Chemical Agents   Location
dependent
II.   De-icing salt   Location/climate
dependent
III.   Dirty water/dust   Location/
Climate
dependent
IV.   Dew   Climate
dependent
V.   Freeze/thaw   Climate
dependent
VI.   Cold   Climate
dependent
VII.   Heat   Climate
dependent
VIII.   Ultra-Violet (UV) Radiation   Climate
dependent
IX.   Traffic Vibration   Location
dependent
X.   Biological Process   Climate
dependent
XI.   Ozone   Location
dependent
XII.   Water   Climate
dependent
XIII.   Water spray
Wet/dry   Location
dependent

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This European Standard specifies requirements for assessing the working life and provides the relevant exposure conditions.
Standards of construction and any material tests conducted should provide evidence of resistance to specified conditions selected from the following:
TABLE
NOTE   Special care needs to be taken for combinations of different materials, whether inside a single device or in combination with other devices (for example: a combination of different acoustic elements or another combination of acoustic and structural elements).

  • Standard
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This European Standard specifies requirements for assessing the working life and provides the relevant exposure conditions.
Standards of construction and any material tests conducted should provide evidence of resistance to specified conditions selected from the following:
I.   Chemical Agents   Location dependent
II.   De-icing salt   Location/climate dependent
III.   Dirty water/dust   Location/climate dependent
IV.   Dew   Climate dependent
V.   Freeze/thaw   Climate dependent
VI.   Cold   Climate dependent
VII.   Heat   Climate dependent
VIII.   UV Radiation   Climate dependent
IX.   Traffic Vibration   Location dependent
X.   Biological Process   Climate dependent
XI.   Ozone   Location dependent
XII.   Water   Climate dependent
XIII.   Water spray (Wet/dry)   Location dependent
NOTE   Combinations of different materials are worth a special attention, whether inside a single device or in combination with other devices (for example: a combination of different acoustic elements or another combination of acoustic and structural elements).

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