M/024 - Railway equipment

2021: CLC legacy converted by DCLab NISOSTS

Specifies the general service conditions and requirements for all electric equipment installed in power circuits, auxiliary circuits, control and indicating circuits etc., on rolling stock. Intends to harmonize as far as practicable all rules and requirements of a general nature applicable to electric equipment for rolling stock..

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

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

This European Standard specifies the main characteristics of the supply voltages of traction systems, such as traction fixed installations, including auxiliary devices fed by the contact line, and rolling stock, for use in the following applications : - railways; - guided mass transport systems such as tramways, elevated and underground railways mountain railways, and trolleybus systems; - material transportation systems. This European Standard does not apply to - mine traction systems in underground mines, - cranes, transportable platforms and similar transportation equipment on rails, temporary structures (e.g. exhibition structures) in so far as these are not supplied directly or via transformers from the contact line system and are not endangered by the traction power supply system, - suspended cable cars, - funicular railways.

This European Standard specifies the main characteristics of the supply voltages of traction systems, such as traction fixed installations, including auxiliary devices fed by the contact line, and rolling stock, for use in the following applications : - railways; - guided mass transport systems such as tramways, elevated and underground railways mountain railways, and trolleybus systems; - material transportation systems. This European Standard does not apply to - mine traction systems in underground mines, - cranes, transportable platforms and similar transportation equipment on rails, temporary structures (e.g. exhibition structures) in so far as these are not supplied directly or via transformers from the contact line system and are not endangered by the traction power supply system, - suspended cable cars, - funicular railways.

The scope of this Technical Report is to define the ERTMS DMI in STM mode for each system include in Annex B of STI CC. This Technical Report defines the ergonomics for the Specific Transmission Module integrated in the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems. The ergonomics covers the - general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy), - symbols, - audible information, and - data entry arrangements.

This Technical Specification describes from an ergonomic point of view how ERTMS information shall be arranged and displayed. This Technical Specification describes more ergonomic details than currently provided by the ERTMS/ETCS/GSM-R specifications. This Technical Specification defines the ergonomics for the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems, and for the stand alone ERTMS/GSM-R Train Radio Systems and for other technical systems currently provided on the engines. The ergonomics covers the - general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy), - symbols, - audible information, - data entry arrangements. The aims of the ERTMS/ETCS/GSM-R Train Control and Train Radio Systems are standardised systems facilitating interoperable movement of trains and permitting economies of scale in procurement and operations. The objective of this Technical Specification is to define the minimum requirements on the DMI that are necessary to enable these objectives to be achieved. Hence the Technical Specification is limited to ergonomic considerations and does not define the technology to be used for the implementation. The reasons for defining the ergonomics of the DMI are as follows: - achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the large number of STM's requiring the use the ERTMS/ETCS DMI, only a harmonised approach is feasible; - defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS specifications; - to reduce the risk of incorrect operation by a driver working with different trains fitted with ERTMS/ETCS and ERTMS/GSM-R; .facilitating train operation with a unified ergonomics, hence reducing the cost of driver training. This Technical Specification is applicable on all trains fitted with the ERTMS/ETCS and also for trains fitted with train radio (GSM-R) DMI. The scope of Part 4 of the Technical Specification CLC/TS 50459 series is to define data entry principles for the interface between the driver and ERTMS/ETCS/GSM-R. This specification gives guidelines how to implement different technology (soft keys, touch screen device, LCD, cathode tube, etc.)

This Technical Specification describes from an ergonomic point of view how ERTMS information shall be arranged and displayed. This Technical Specification describes more ergonomic details than currently provided by the ERTMS/ETCS/GSM-R specifications. This Technical Specification defines the ergonomics for the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems, and for the stand alone ERTMS/GSM-R Train Radio Systems and for other technical systems currently provided on the engines. The ergonomics covers the: .general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy); .symbols; .audible information; .data entry arrangements. The aims of the ERTMS/ETCS/GSM-R Train Control and Train Radio Systems are standardised systems facilitating interoperable movement of trains and permitting economies of scale in procurement and operations. The objective of this Technical Specification is to define the minimum requirements on the DMI that are necessary to enable these objectives to be achieved. Hence the Technical Specification is limited to ergonomic considerations and does not define the technology to be used for the implementation. The reasons for defining the ergonomics of the DMI are as follows: .achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the large number of STM's requiring the use the ERTMS/ETCS DMI, only a harmonised approach is feasible. .defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS specifications. .to reduce the risk of incorrect operation by a driver working with different trains fitted with ERTMS/ETCS and ERTMS/GSM-R. .facilitating train operation with a unified ergonomics, hence reducing the cost of driver training. This Technical Specification is applicable on all trains fitted with the ERTMS/ETCS and also for trains fitted with train radio (GSM-R) DMI. The scope of this part of the Technical Specification (Part 5) is to define the symbols used with the ERTMS/ETCS and the ERTMS/GSM-R DMI. The actual use of the symbols is depending on the availability of the function addressing the symbol.

This Technical Specification describes from an ergonomic point of view how ERTMS information shall be arranged and displayed. This Technical Specification describes more ergonomic details than currently provided by the ERTMS/ETCS/GSM-R specifications. This Technical Specification defines the ergonomics for the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems, and for the stand alone ERTMS/GSM-R Train Radio Systems and for other technical systems currently provided on the engines. The ergonomics covers - the general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy), - the symbols, - the audible information, - the data entry arrangements. The aims of the ERTMS/ETCS/GSM-R Train Control and Train Radio Systems are standardised systems facilitating interoperable movement of trains and permitting economies of scale in procurement and operations. The objective of this Technical Specification is to define the minimum requirements on the DMI that are necessary to enable these objectives to be achieved. Hence the Technical Specification is limited to ergonomic considerations and does not define the technology to be used for the implementation. The reasons for defining the ergonomics of the DMI are as follows: - achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the large number of STM's requiring the use the ERTMS/ETCS DMI, only a harmonised approach is feasible; - defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS specifications; - to reduce the risk of incorrect operation by a driver working with different trains fitted with ERTMS/ETCS and ERTMS/GSM-R; - facilitating train operation with a unified ergonomics, hence reducing the cost of driver training. This Technical Specification is applicable on all trains fitted with the ERTMS/ETCS and also for trains fitted with train radio (GSM-R) DMI. The scope of this Part 6 of the Technical Specification is to define the audible information used with the ERTMS/ETCS DMI and with the ERTMS/GSM-R DMI. The operational procedures for the GSM-R radio are out of scope of this document.

This European Standard specifies the main characteristics of the supply voltages of traction systems, such as traction fixed installations, including auxiliary devices fed by the contact line, and rolling stock, for use in the following applications : – railways; – guided mass transport systems such as tramways, elevated and underground railways mountain railways, and trolleybus systems; – material transportation systems. This European Standard does not apply to – mine traction systems in underground mines, – cranes, transportable platforms and similar transportation equipment on rails, temporary structures (e.g. exhibition structures) in so far as these are not supplied directly or via transformers from the contact line system and are not endangered by the traction power supply system, – suspended cable cars, – funicular railways. This European Standard deals with long term overvoltages as shown in the Annex A.

This European Standard specifies characteristics for composite insulators for use in electric traction overhead contact lines for railways and tramways, as defined in EN 50119. Specific applications where high torsional loads can occur are outside the scope of this standard and particular tests should be agreed between the supplier and purchaser, to represent the critical loading arrangements.
The provisions contained in this European Standard are for the new construction of electric traction overhead contact lines using composite insulators or when complete refurbishment of existing lines takes place.
This standard provides the purchaser and manufacturer with a range of tests which are used to evaluate the suitability of an insulator product for a given railway environment. Additional tests may be specified by the client to measure the compliance of the insulator under particular operating conditions.
The standard establishes the product characteristics, the test methods and, acceptance criteria and checking procedures to be used with the insulators, together with the ordering and delivery conditions.
The object of this European Standard is to stipulate the provisions for the design and provision of the service indicated by the manufacturer to the purchaser or informed buyer for application on the railway infrastructure.

This European Standard takes into account environmental conditions within Europe.
This European Standard deals with the environmental influences on fixed electrical installations for traction power supply and equipment essential to operate a railway
-   in open air;
-   in covered areas;
-   in tunnels;
-   within enclosures placed in above areas.
Escalators, lifts, fire protection, lighting in tunnels and on platforms, ticket machines, ventilation systems and non-essential functions are not included.
Such influences include altitude, temperature and humidity, air movement, rain, snow, hail, ice, sand, solar radiation, lightning, pollution, vibration, shocks and EMC.
This standard does not specify the test requirements for equipment.
In case of environmental conditions not covered by the standard the data to be adopted for a specific project should be clearly stipulated when preparing a specification.
This standard is not intended to apply to cranes, installations in underground mines, suspended cable cars and funicular railways.
Nuclear radiation is excluded.
Signalling and telecommunications systems are not considered in this standard.
Fixed installed signalling and telecommunication equipment shall comply with EN 50125-3.

This European Standard specifies the environmental conditions encountered within Europe. It can also be applied elsewhere by agreement between the supplier and the customer.
The scope of this European Standard covers the design and the use of equipment and any portable equipment for signalling and telecommunications systems (including test, measure, monitoring equipment, etc.).
The portable equipment must comply with the sections of this European Standard relevant to their use.
This European Standard does not specify the test requirements for equipment.
In particular the standard intends to define
–   interface conditions between the equipment and its environment,
–   parameters to be used by designers when calculating R.A.M.S. and life time with respect to environmental condition effects.
In this respect it gives general guidance in order to allow consistent assessments of contract documentation for European projects.
The defined environmental conditions are considered as normal in service.
Microclimates surrounding components may need special requirements to be defined by the product standard.
The effects of any signalling and telecommunications equipment (in either or failure mode of operation) on the overall signalling system safety are not within the scope of this European Standard. This European Standard does not provide the designer with information to enable him to determine the safety risk associated with environmental conditions. The safety of persons in the vicinity of (or working on) the signalling and telecommunications equipment is also out of the scope of this European Standard. The effects of vandalism on the equipment are not considered in this European Standard.
This European Standard applies to all signalling and telecommunications systems except those used for cranes, mining vehicles and cable cars. It does not define the specifications for train-borne signalling and telecommunications systems.
The train-borne signalling and telecommunications systems must comply with rolling stock environmental conditions specifications (EN 50125-1).

Specifies the characteristics of copper and copper alloy grooved contact wires of cross sections of 80, 100, 107, 120 and 150 mm2 for use on overhead contact lines.

This standard intends to define environmental conditions within Europe (it can also be applied elsewhere by agreement). The scope of this standard covers the definitions and ranges of the following parameters: Altitude, Temperature, Humidity, Air movement, Rain, Snow and hail, Ice, Solar radiation, Lightning, Pollution, Vibrations and shocks, Electromagnetic interference environment, Acoustic noise environment, Supply system characteristics, for complete rolling stock and all on-board equipment (mechanical, electromechanical, electrical, electronic). In particular the standard defines interface conditions between the vehicle and its environment. The defined environmental conditions are considered as normal in service. Acceptable deviations are defined in the relevant clauses dealing with the environmental parameters, together with any mitigation in operation that may be required. 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 standard. The standar does not apply to cranes, mining vehicle, cable cars. The standard also does not apply to natural disaster (earthquakes).

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.

The scope of this European Standard is to 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 characterisation of traction power supplies and the procedure for acceptance. The result of the acceptance procedure is a structured justification document referred to as a “compatibility case”, which documents the evidence that the conditions for compatibility have been satisfied.
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.
The scope of the compatibility case is restricted to the demonstration of compatibility of rolling stock with a train detection system’s characterisation (e.g. gabarit). Radio based signalling systems are not within the scope of this European Standard.

This European Standard specifies functional requirements for the validation of simulation methods to ensure mutual acceptance of
–   input and output parameters;
–   a standardized subset of test results for evaluation of simulation methods;
–   comparison with measurements;
–   comparison between simulation methods.
This standard applies to the current collection from an overhead contact line by pantographs mounted on railway vehicles. It does not apply to trolley bus systems.

This standard applies to the safety aspects associated with the accommodation, the arrangements of circuits and the operation of secondary cells and batteries in portable appliances. Requirements are specified which oblige the manufacturers of appliances and secondary batteries to prevent the misuse of batteries in the course of operation to provide protective measures avoiding injury to persons in case of battery failure and to provide sufficient information to users.

This European Standard applies to stationary secondary batteries and battery installations with a maximum voltage of DC 1500 V (nominal) and describes the principal measures for protections against hazards generated from:
-   electricity,
-   gas emission,
-   electrolyte.
It provides requirements on safety aspects associated with the erection, use, inspection, maintenance and disposal.
It covers lead-acid and NiCd batteries.

Specifies the general service conditions and requirements for all electric equipment installed in power circuits, auxiliary circuits, control and indicating circuits etc., on rolling stock. Intends to harmonize as far as practicable all rules and requirements of a general nature applicable to electric equipment for rolling stock..

This European Standard applies to:
   Fixed installations (downstream the secondary of the substation transformer) and rolling stock equipment linked to the contact line of one of the systems defined in EN 50163;
   Rolling stock equipment linked to a train line.
This standard gives simulation and/or test requirements for protection against transient overvoltages of such equipment.
Long-term overvoltages are not treated in this document.

The whole document deals with insulation coordination in railways. It applies to equipment for use in signalling, rolling stock and fixed installations up to 2000 m above sea level.
Insulation coordination is concerned with the selection, dimensioning and correlation of insulation both within and between items of equipment. In dimensioning insulation, electrical stresses and environmental conditions are taken into account. For the same conditions and stresses these dimensions are the same.
OneAn objective of insulation coordination is to avoid unnecessary overdimensioning of insulation.
This standard specifies:
   requirements for clearances and creepage distances for equipment;
   general requirements for tests pertaining to insulation coordination.
The term equipment relates to a section as defined in 1.3.1.3: it may apply to a system, a sub-system, an apparatus, a part of an apparatus, or a physical realisation of an equipotential line.
This standard does not deal with :
   distances through solid or liquid insulation;
   distances through gases other than air;
   distances through air not at atmospheric pressure;
   equipment used under extreme conditions.
Product standards have to align with this generic standard.
However, they may require, with justification, different requirements due to safety and/or reliability reasons, e.g. for signalling, and/or particular operating conditions of the equipment itself, e. g. overhead lines which have to comply to EN 50119.
This standard also gives provisions for dielectric tests (type tests or routine tests) on equipment (see annex B).
NOTE   For safety critical systems, specific requirements are needed. These requirements will be resolved in the product specific signalling standard EN 50129 (in preparation).

Specifies the characteristics of operational and technical requirements for the overall system design as well as safety acceptance and approval, maintenance, modifications and extensions of the radio remote control system for the use in railway network in relationship with other European Standards. This standard applies only for the use of radio remote control systems for freight traffic.

This European Standard: defines RAMS in terms of reliability, availability, maintainability and safety and their interaction; defines a process, based on the system lifecycle and tasks within it, for managing RAMS; enables conflicts between RAMS elements to be controlled and managed effectively; defines a systematic process for specifying requirements for RAMS and demonstrating that these requirements are achieved; addresses railway specifics; does not define RAMS targets, quantities, requirements or solutions for specific railway applications; does not specify requirements for ensuring system security; does not define rules or processes pertaining to the certification of railway products against the requirements of this standard; does not define an approval process by the safety regulatory authority. This European Standard is applicable: to the specification and demonstration of RAMS for all railway applications and at all levels of such an application, as appropriate, from complete railway routes to major systems within a railway route, and to individual and combined sub-systems and components within these major systems, including those containing software; in particular: to new systems; to new systems integrated into existing systems in operation prior to the creation of this standard, although it is not generally applicable to other aspects of the existing system; to modifications of existing systems in operation prior to the creation of this standard, although it is not generally applicable to other aspects of the existing system at all relevant phases of the lifecycle of an application; for use by Railway Authorities and the railway support industry. NOTE: Guidance on the applicability is given in the requirements of this standard

Combination of different overhead contact lines and pantographs will provide various interaction performances. This standard defines parameters for interoperability in the field of interaction between pantograph and overhead contact line. The document specifies the interface requirements of rolling stock and infrastructure to achieve free access to the European railway network. This standard describes parameters and values for all planned lines and future lines.

Specifies the general service conditions and requirements for all electric equipment installed in power circuits, auxiliary circuits, control and indicating circuits etc., on rolling stock. Intends to harmonize as far as practicable all rules and requirements of a general nature applicable to electric equipment for rolling stock..

2021: CLC legacy converted by DCLab NISOSTS

This Technical Specification describes from an ergonomic point of view how ERTMS information shall be arranged and displayed. This Technical Specification describes more ergonomic details than currently provided by the ERTMS/ETCS/GSM-R specifications. This Technical Specification defines the ergonomics for the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems, and for the stand alone ERTMS/GSM-R Train Radio Systems and for other technical systems currently provided on the rolling stock. The ergonomics covers the - general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy), - symbols, - audible information, - data entry arrangements. The aims of the ERTMS/ETCS/GSM-R Train Control and Train Radio Systems are standardised systems facilitating interoperable movement of trains and permitting economies of scale in procurement and operations. The objective of this Technical Specification is to define the minimum requirements on the DMI that are necessary to enable these objectives to be achieved. Hence the Technical Specification is limited to ergonomic considerations and does not define the technology to be used for the implementation. The reasons for defining the ergonomics of the DMI are as follows: - achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the large number of STM's requiring the use the ERTMS/ETCS DMI, only a harmonised approach is feasible; - defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS specifications; .to reduce the risk of incorrect operation by a driver working with different trains fitted with ERTMS/ETCS and ERTMS/GSM-R; - facilitating train operation with a unified ergonomics, hence reducing the cost of driver training. This Technical Specification is applicable on all trains fitted with the ERTMS/ETCS and also for trains fitted with train radio (GSM-R) DMI. The scope of Part 1 of the Technical Specification CLC/TS 50459 series is to define ergonomic principles for the interface between the driver and ERTMS/ETCS/GSM-R. This specification gives guidelines how to implement different technology (soft keys, touch screen device, LCD, cathode tube, etc.)

This standard applies to secondary batteries and battery installations used for electric vehicles, e.g. in electric industrial trucks (including - lift trucks, tow trucks, cleaning machines, automatic guided vehicles), in battery powered locomotives, in electric road vehicles (e.g. passenger and goods vehicles, golf carts, bicycles, wheelchairs).
The nominal voltages are limited to 1 000 V a.c. and 1 500 V d.c. respectively and describe the principal measures for protection against hazards generally from electricity, gas emission and electrolyte.
It provides requirements on safety aspects associated with the installation, use, inspection, maintenance and disposal of batteries.
It covers lead-acid, nickel cadmium and other alkaline secondary batteries.
NOTE   It is intended to amend this standard to include other battery systems when they become available.

This Technical Specification describes from an ergonomic point of view how ERTMS information shall be arranged and displayed. This Technical Specification describes more ergonomic details than currently provided by the ERTMS/ETCS/GSM-R specifications. This Technical Specification defines the ergonomics for the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems, and for the stand alone ERTMS/GSM-R Train Radio Systems and for other technical systems currently provided on the engines. The ergonomics covers the - general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy), - symbols, - audible information, - data entry arrangements. The aims of the ERTMS/ETCS/GSM-R Train Control and Train Radio Systems are standardised systems facilitating interoperable movement of trains and permitting economies of scale in procurement and operations. The objective of this Technical Specification is to define the minimum requirements on the DMI that are necessary to enable these objectives to be achieved. Hence the Technical Specification is limited to ergonomic considerations and does not define the technology to be used for the implementation. The reasons for defining the ergonomics of the DMI are as follows: - achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the large number of STM's requiring the use the ERTMS/ETCS DMI, only a harmonised approach is feasible; - defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS specifications; - to reduce the risk of incorrect operation by a driver working with different trains fitted with ERTMS/ETCS and ERTMS/GSM-R; - facilitating train operation with a unified ergonomics, hence reducing the cost of driver training. This Technical Specification is applicable on all trains fitted with the ERTMS/ETCS and also for trains fitted with train radio (GSM-R) DMI. The scope of Part 3 of the Technical Specification CLC/TS 50459 series is to define ergonomic arrangements of ERTMS/GSM-R information only.

This Technical Specification describes from an ergonomic point of view how ERTMS information shall be arranged and displayed. This Technical Specification describes more ergonomic details than currently provided by the ERTMS/ETCS/GSM-R specifications. This Technical Specification defines the ergonomics for the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems, and for the stand alone ERTMS/GSM-R Train Radio Systems and for other technical systems currently provided on the engines. The ergonomics covers the - general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy), - symbols, - audible information, - data entry arrangements. The aims of the ERTMS/ETCS/GSM-R Train Control and Train Radio Systems are standardised systems facilitating interoperable movement of trains and permitting economies of scale in procurement and operations. The objective of this Technical Specification is to define the minimum requirements on the DMI that are necessary to enable these objectives to be achieved. Hence the Technical Specification is limited to ergonomic considerations and does not define the technology to be used for the implementation. The reasons for defining the ergonomics of the DMI are as follows: - achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the large number of STM's requiring the use the ERTMS/ETCS DMI, only a harmonised approach is feasible; - defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS specifications; - to reduce the risk of incorrect operation by a driver working with different trains fitted with ERTMS/ETCS and ERTMS/GSM-R; - facilitating train operation with a unified ergonomics, hence reducing the cost of driver training. This Technical Specification is applicable on all trains fitted with the ERTMS/ETCS and also for trains fitted with train radio (GSM-R) DMI. The scope of Part 2 of the Technical Specification CLC/TS 50459 series is to define ergonomic arrangements of ERTMS/ETCS information. This specification gives guidelines how to implement different technology (soft keys, touch screen device, LCD, cathode tube, etc.)

Mistake in the reference of the document (EN 50238-1)

This European Standard is intended to be  used to set up the requirements for the  acceptance of rolling stock on infrastructure in  the field of - 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 power demand of the trains;- Co- ordination of traction unit regenerative braking  and power supply receptivity;- Co-ordination of  harmonic behaviour. This standard deals with  the definition and quality requirements of the  power supply at the interface between traction  unit and fixed installations. The standard  specifies the interface between rolling stock  and electrical fixed installations for traction, in  the frame "supply system". The interaction  between pantograph and overhead line is dealt  in EN 50367. The interaction with subsystem  "control-command" (especially signalling) is  not dealt with in the standard. Requirements  are given for the following categories of line: -  TSI lines (high speed and conventional), -  classical lines. For classical lines, values, if  any, are given for the existing European  networks. A set of values is also specified for  the future network, which is named "target"  network. The following electric traction  systems are concerned: - railways; - guided  mass transport systems that are integrated  with the railways; - material transport  systems, that are integrated with the railways.  This standard does not apply retrospectively  to rolling stock already accepted by  infrastructure managers. However, on new  infrastructure, existing rolling stock may be  accepted by the infrastructure manager,  provided there is an agreement.Information is  given to the train operating companies on  electrification parameters to enable them to  confirm after consultation with the rolling stock  manufacturers that there will be no  consequential disturbance on the  electrification system.

Superseded by EN 50317:2012

This European Standard specifies the functional requirements for output and accuracy of measurements of the dynamic interaction between pantograph and overhead contact line.

This standard specifies requirements for the protective provisions relating to electrical safety in fixed installations associated with a.c.-and d.c.-traction systems and to any installations that may be endangered by the traction power supply system It also applies to all fixed installations that are necessary to ensure electrical safety during maintenance work within electric traction systems Note: other provisions may be required to protect work sites for maintenance purposes which are not included in this standard This standard applies to all new lines and to all major revisions to existing lines for electric traction systems described in the standard

This document defines the general assembly characteristics which are to be applied to pantographs, to enable current collection from the overhead line system. It also defines the tests the pantographs have to perform, excluding insulators. This standard does not apply to pantograph dielectric tests, which are to be performed on the pantograph installed on the vehicle roof. This standard does not apply to pantographs used on isolated metros and light rail systems: these pantographs are considered in EN 50206-2

This standard defines the general assembly characteristics which are to be applied to pantographs, to enable current collection from the overhead line system. It also defines the tests the pantographs have to perform, excluding insulators. This standard does not apply to pantograph dielectric tests, which are to be performed on the pantograph installed on the vehicle roof. This standard does not apply to pantographs used on main line vehicles: these pantographs are considered in EN 50206-1. This standard relates to conventional suspended overhead line systems and accessories. The systems (or part of them) which are rigidly suspended will require special consideration between the customer and the supplier

This European Standard specifies general criteria to demonstrate by testing that complete railway vehicles conform with standards or other normative documents. This European Standard, as a whole or in part, applies to all railway vehicles except special purpose vehicles such as track-laying machines, ballast cleaners and personnel carriers. The extent of application of the standard for particular vehicles will be specifically mentioned in the contract. NOTE: The parts of the standard which are applicable will depend on the type of vehicle (e.g. passenger, freight, powered trailer, etc.)

Specifies: - the maximum external (overall) dimensions of traction battery cells, that is, the width, the height and the length; - the form of the marking of traction battery cell polarity and dimensions of corresponding symbols; - the basic dimensions of some commonly used traction battery terminals designed to connect output cables to the battery

Applies to convertor-fed alternating current motors forming part of the equipment of electrically propelled rail and road vehicles and enables the performance of a motor to be confirmed by tests.

This standard specifies requirements for protective provisions against the effects of stray currents which result from the operation of d.c. traction systems. As experience for several decades has not shown evident corrosion effects from a.c. traction systems and actual investigations are not completed, this standard only deals with stray currents flowing from a d.c. traction system. This standard applies to all metallic fixed installations which form part of the traction system, and also to any other unrelated metallic components located in any position in the earth, which may carry stray currents resulting from the operation of the railway system. This standard applies to all new electrification of a d.c. railway system. The principles may also be applied to existing electrified systems where it is necessary to consider the effects of stray currents. 94

Technically equivalent to IEC 62280-2:2002 (Boomerang case) * D115/201: Not to be renumbered as EN 62280-2

Technically equivalent to IEC 62280-1:2002 (Boomerang case) * D115/201: Not to be renumbered as EN 62280-1

Supersedes ENV 50121-5:1996 * Published as IEC 62236-5:2003 * Superseded by EN 50121-5:2006

Applicable to electric traction overhead lines for railways, tramways and trolleybuses. It is recommended that these provisions should be applied to electric traction overhead lines of new construction or when complete transformation of existing lines takes place.

This Part 5 specifies the fire safety requirements for electrical equipment on railway vehicles, including that of trolley buses, track guided buses and magnetic levitation vehicles. The measures and requirements, specified in this Technical Specification meet the objective of protecting passengers and staff in railway vehicles in the event of a fire on board by: – minimizing the risk of starting a fire both during operation and as a result of technical defect and/or malfunction of the electrical equipment; – ensuring that electrical emergency equipment continues to be available until evacuation is complete. It is not within the scope of this Technical Specification to describe measures which ensure the preservation of the electrical equipment in the event of a fire on board.

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