EN 16334-1:2014+A1:2022
(Main)Railway applications - Passenger Alarm System - Part 1: System requirements for mainline rail
Railway applications - Passenger Alarm System - Part 1: System requirements for mainline rail
This European Standard specifies the characteristics of the Passenger Alarm System. The aim of the Passenger Alarm System is to:
a) permit passengers in case of emergency situations to inform the driver;
b) permit the driver to keep the train moving or to stop the train at a safe location;
c) stop the train automatically:
1) at a platform,
2) if there is no acknowledgement by the driver.
This European Standard covers the Passenger Alarm System (PAS) fitted to the passenger carrying rolling stock and specifies:
- the functional requirements for an alarm triggered in the driving cab (Clause 6);
- the communication channel between the driver and passengers or on-board staff (6.4);
- the dynamic analysis of the Passenger Alarm System (Clause 7);
- the requirements for the degraded modes management (Clause 8);
- the safety related requirements (Clause 9);
- requirements for the Passenger Alarm Device and Passenger Alarm Device area (Clause 10).
This European Standard is applicable to rolling stock which are in the field of the Directive 2008/57/EC.
NOTE 1 Existing Passenger Alarm Systems may require modification to work in conjunction with vehicles that comply with this standard.
NOTE 2 Most of the requirements of UIC 541–6 are compliant with this standard.
Other communications systems named 'communication device for passengers' or 'call for aid' in the CR LOC and PAS TSI [1] are not covered by this standard.
NOTE 3 prEN 16683, Railway applications Call for aid and communication device Requirements covers these aspects.
Bahnanwendungen - Fahrgastalarmsystem - Teil 1: Systemanforderungen für Vollbahnen
Diese Europäische Norm legt die Eigenschaften des Fahrgastalarmsystems (PAS) fest. Der Zweck des Fahr-gastalarmsystems ist es:
a) den Fahrgästen die Benachrichtigung des Triebfahrzeugführers in einer Gefahrensituation zu ermöglichen;
b) dem Triebfahrzeugführer zu ermöglichen, den Zug weiterfahren zu lassen oder diesen an einem sicheren Ort anzuhalten;
c) den Zug automatisch anzuhalten:
1) im Bereich des Bahnsteigs;
2) falls keine Quittierung durch den Triebfahrzeugführer erfolgt.
Diese Europäische Norm behandelt das Fahrgastalarmsystem in Fahrzeugen, die zur Beförderung von Per-sonen eingesetzt werden und legt folgendes fest:
- die Funktionsanforderungen für einen im Führerraum ausgelösten Alarm (Abschnitt 6);
- den Kommunikationskanal zwischen dem Triebfahrzeugführer und den Fahrgästen oder dem Zugpersonal (6.4);
- die Ereignisabfolge des Fahrgastalarmsystems (Abschnitt 7);
- die Anforderungen an die Handhabung im eingeschränkten Modus (Abschnitt 8);
- sicherheitsbezogene Anforderungen (Abschnitt 9);
- Anforderungen an den Fahrgastalarmgriff und seine Einbaubereiche (Abschnitt 10).
Diese europäische Norm ist anwendbar auf Fahrzeuge im Bereich der Direktive 2008/57/EG.
ANMERKUNG 1 Ggf. sind Umbauten an Bestandsfahrzeugen und deren Fahrgastalarmsystemen erforderlich, wenn diese mit Fahrzeugen, die diese Norm erfüllen, funktionsfähig sein sollen.
ANMERKUNG 2 Die Mehrzahl der in UIC 541-6 enthaltenen Anforderungen entsprechen dieser Norm.
Andere Kommunikationssysteme, die laut TSI CR LOC PAS als "Kommunikationseinrichtungen für Fahrgäste" oder "Hilferufeinrichtung" bezeichnet werden, werden durch diese Norm nicht abgedeckt.
ANMERKUNG 3 Die oben erwähnten Gesichtspunkte werden durch prEN 16683 Bahnanwendungen - Hilferufvorrich-tung und Kommunikationseinrichtungen für Fahrgäste - Anforderungen abgedeckt.
Applications ferroviaires - Système d'alarme passager - Partie 1: Prescriptions relatives au système
La présente Norme européenne spécifie les caractéristiques du système d'alarme passager. L'objectif du système d'alarme passager est de :
a) permettre aux passagers d'informer le conducteur en cas de situations d'urgence ;
b) permettre au conducteur de garder le train en marche ou d'arrêter le train à un endroit sûr ;
c) d'arrêter le train automatiquement :
1) sur un quai ;
2) s'il n'y a pas de confirmation par le conducteur.
La présente Norme européenne couvre le système d’alarme passager (PAS) installé sur le matériel roulant transportant des voyageurs et spécifie :
- les exigences fonctionnelles d’une alarme déclenchée dans la cabine de conduite : Article 6 ;
- le lien de communication entre le conducteur et les voyageurs ou le personnel de bord : (6.4) ;
- l’analyse dynamique du système d’alarme pour voyageurs : (Article 7) ;
- les exigences pour la gestion des modes dégradés : (Article 8) ;
- les exigences liées à la sécurité : (Article 9) ;
- les exigences pour le PAD et la zone du PAD : (Article 10).
La présente Norme européenne est applicable aux matériels roulants qui sont dans le champ de la directive 2008/57/CE.
NOTE 1 Un système d’alarme pour voyageurs existant peut exiger d’être modifié pour pouvoir fonctionner en conjonction avec les véhicules conformes à la présente Norme.
NOTE 2 La plupart des exigences de la fiche UIC 541-6 sont conformes à cette norme.
Les autres systèmes de communication appelés "Moyens de communication à disposition des passagers" ou "demande d’assistance " dans la STI RC Loc&Pass [1] ne sont pas couverts par cette norme.
NOTE 3 Le projet de norme prEN 16683, Applications ferroviaires — Appel d'urgence — Exigences couvre ces aspects.
Železniške naprave - Potniški alarmni sistem - 1. del: Sistemske zahteve za glavni tir
Ta evropski standard določa značilnosti potniškega alarmnega sistema. Cilj potniškega alarmnega sistema je:
a) potnikom v nujnih primerih omogočiti, da obvestijo voznika;
b) vozniku omogočiti, da nadaljuje vožnjo ali vlak zaustavi na varnem mestu;
c) vlak samodejno zaustaviti:
1) na peronu,
2) če ni potrditve voznika.
Ta evropski standard obravnava potniške alarmne sisteme (PAS), nameščene na tirna vozila, ki prevažajo potnike, in določa:
– funkcionalne zahteve za alarm, sprožen v vozniški kabini (točka 6);
– komunikacijski kanal med voznikom in potniki ali vlakovnim osebjem (6.4);
– dinamično analizo potniškega alarmnega sistema (točka 7);
– zahteve za upravljanje v poslabšanih razmerah (točka 8);
– zahteve v zvezi z varnostjo (točka 9);
– zahteve za potniško alarmno napravo in območje potniške alarmne naprave (točka 10).
Ta evropski standard se uporablja za železniška vozila, ki spadajo na področje Direktive 2008/57/ES.
OPOMBA 1: Za obstoječe potniške alarmne sisteme se lahko zahteva izvedba sprememb za delovanje v povezavi z vozili, ki so v skladu s tem standardom.
OPOMBA 2: Večina zahtev standardov UIC 541–6 je v skladu s tem standardom.
Ta standard ne obravnava drugih komunikacijskih sistemov, ki so v določbi CR LOC in PAS TSI [1] poimenovani »komunikacijske naprave za potnike« ali »klic v sili«.
OPOMBA 3: Te vidike zajema standard prEN 16683, Železniške naprave – Naprava za klic v sili in naprave za sporočanje, namenjene potnikom – Zahteve.
General Information
Relations
Overview
EN 16334-1:2014+A1:2022 is a CEN European standard that specifies system requirements for the Passenger Alarm System (PAS) used on mainline / heavy rail rolling stock. The standard defines how passengers can signal emergencies to the driver, how the driver is alerted and can respond, and when the train must be brought to a safe stop (including automatic stop at a platform or if the driver fails to acknowledge). EN 16334-1 applies to passenger-carrying rolling stock within the scope of EU interoperability directives (e.g., 2008/57/EC / 2016/797/EU) and supplements other railway safety and RAMS standards.
Key topics and technical requirements
- Functional requirements (Clause 6): mandatory behaviours for PAD activation, driver notification and acknowledgement, and brake request handling.
- Communication channel (6.4): requirements for voice and signalling between passengers, driver and optionally on-board staff or control centres.
- Dynamic analysis (Clause 7): event sequencing and timing for alarm detection, driver alerts and automatic braking logic.
- Degraded modes management (Clause 8): behaviour when PAS is partially or fully impaired and requirements to inform the driver.
- Safety requirements (Clause 9): minimum safety measures for reliable operation and fail-safe responses.
- Passenger Alarm Device (PAD) and area (Clause 10): installation, human interface, reset and labelling requirements; PAD typically includes handle, visual indicators, microphone, loudspeaker and reset devices.
- Timing specifics: e.g., maximum delay from PAD activation to acoustic/visual alert in the cab is 2 s; driver acknowledgement silences acoustic signal within 1 s and visual status changes within 1 s.
- Scope limits: excludes metros, trams and light rail; does not cover separate “call for aid” / communication-device standards (see EN 16683).
Practical applications and users
EN 16334-1 is intended for:
- Rolling stock manufacturers and systems integrators implementing onboard safety and alarm systems.
- Railway safety engineers and RAMS analysts performing dynamic and degraded-mode analyses.
- Train operators and maintainers ensuring compliance and compatibility of existing PAS equipment.
- Regulatory bodies and certification teams assessing conformity with EU interoperability directives.
The standard helps ensure interoperable, safe passenger alarm behaviour across fleets and supports consistent human-machine interfaces for emergency communication.
Related standards
- EN 16186‑2 / EN 16186‑3 (driver’s cab displays and controls)
- EN 50126‑1 / EN 50126‑2 (RAMS / safety processes)
- EN 13272‑1, EN 14478, ISO 3864 series (lighting, braking vocabulary, safety signs)
- EN 16683 (call for aid / passenger communication devices)
- UIC 541‑6 (largely compliant with EN 16334-1)
Keywords: EN 16334-1, Passenger Alarm System, PAS, PAD, mainline rail, rolling stock, railway safety, degraded mode, automatic braking, CEN standard.
Standards Content (Sample)
SLOVENSKI STANDARD
01-julij-2022
Železniške naprave - Potniški alarmni sistem - 1. del: Sistemske zahteve za glavni
tir
Railway applications - Passenger Alarm System - Part 1: System requirements for
mainline rail
Bahnanwendungen - Fahrgastalarmsystem - Teil 1: Systemanforderungen für
Vollbahnen
Applications ferroviaires - Système d'alarme passager - Partie 1: Prescriptions relatives
au système
Ta slovenski standard je istoveten z: EN 16334-1:2014+A1:2022
ICS:
13.320 Alarmni in opozorilni sistemi Alarm and warning systems
45.060.20 Železniški vagoni Trailing stock
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
EN 16334-1:2014+A1
EUROPEAN STANDARD
NORME EUROPÉENNE
May 2022
EUROPÄISCHE NORM
ICS 13.320; 45.060.20 Supersedes EN 16334:2014
English Version
Railway applications - Passenger Alarm System - Part 1:
System requirements for mainline rail
Applications ferroviaires - Système d'alarme passager - Bahnanwendungen - Fahrgastalarmsystem - Teil 1:
Partie 1: Prescriptions relatives au système Systemanforderungen für Vollbahnen
This European Standard was approved by CEN on 22 May 2014 and includes Amendment 1 approved by CEN on 20 March 2022.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this
European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by
translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2022 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 16334-1:2014+A1:2022 E
worldwide for CEN national Members.
EN 16334:2014+A1:2022 (E)
Contents Page
European foreword . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 6
4 Symbols and abbreviated terms . 7
5 System overview, architecture and interfaces . 7
6 Functional requirements . 7
6.1 General . 7
6.2 Advise the driver (and optionally on board staff members or control centre) of a
potential danger . 8
6.3 Advise the passenger . 9
6.4 Manage PAS communication . 10
6.5 Determine if the train is stopped at a platform or departing from a platform . 10
6.6 Recognize the action of the driver . 11
6.7 Request brake action . 11
6.8 PAS actions after PAD activation . 11
6.9 PAS power up in the active cab or train reconfiguration . 12
6.10 Driver acknowledgement . 12
6.11 Overriding PAS brake request . 12
6.12 Reset the PAS . 13
7 Event sequence . 13
8 Degraded modes . 13
8.1 PAS degraded mode: isolated or not functioning . 13
8.2 Advising the driver . 13
9 Minimum safety requirements . 14
10 Requirements for PAD . 14
10.1 Installation requirements . 14
10.2 Passenger interface . 15
10.2.1 PAD . 15
10.2.2 Information labels . 16
Annex A (normative) PAS information management . 18
Annex B (normative) PAS brake request management . 20
Annex C (normative) Sign indicating the reset equipment for the local PAD . 21
Annex D (informative) Square key to restore the passenger emergency brake PAD in the
initial position (mandatory for international service trains) . 23
Annex E (informative) System overview . 24
E.1 General . 24
EN 16334:2014+A1:2022 (E)
E.2 System architecture . 25
Annex F (normative) Overall dimension of the PAD handle interface . 26
Annex G (informative) Inscription indicating the PAD . 27
Annex H (informative) Label for PAD . 28
Annex I (informative) Degraded mode . 30
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2016/797/EU aimed to be covered. 33
Bibliography . 35
EN 16334:2014+A1:2022 (E)
European foreword
This document (EN 16334:2014+A1:2022) has been prepared by Technical Committee CEN/TC 256
“Railway applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by November 2022 and conflicting national standards
shall be withdrawn at the latest by November 2022.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent
rights.
This document includes Amendment 1 approved by CEN on 13 March 2022.
This document supersedes !EN 16334:2014".
The start and finish of text introduced or altered by amendment is indicated in the text by tags !".
This document has been prepared under a Standardization Request given to CEN by the European
Commission and the European Free Trade Association, and supports essential requirements of EU
Directive(s) / Regulation(s).
For relationship with EU Directive(s) / Regulation(s), see informative Annex ZA, which is an integral
part of this document.
Any feedback and questions on this document should be directed to the users’ national standards body.
A complete listing of these bodies can be found on the CEN website.
According to the CEN-CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland,
Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of
North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the
United Kingdom.
EN 16334:2014+A1:2022 (E)
1 Scope
! This document specifies the characteristics and the performance requirements of the Passenger
Alarm System (PAS). The aim of the PAS is to:
— allow passengers, in case of emergency situations, to inform the driver;
— allow the driver to keep the train moving or to stop the train at a safe location;
— stop the train automatically:
a) at a platform,
b) if there is no acknowledgement by the driver.
This document covers the PAS fitted to passenger carrying rolling stock and specifies:
— the functional requirements for an alarm triggered in the driving cab (Clause 6);
— the communication channel between the driver and passengers or on-board staff (6.4)
— the dynamic analysis of the PAS (Clause 7);
— the requirements for the degraded modes management (Clause 8);
— the safety related requirements (Clause 9);
— requirements for the Passenger Alarm Device (PAD) and PAD area (Clause 10).
This document applies to heavy rail rolling stock, which is in the field of the EU Directive 2016/797/EU.
This document does not apply to metros, trams and light rail, as defined by the CEN/CENELEC Guide 26.
Existing passenger alarm systems may require modification to work in conjunction with vehicles that
comply with this document.
NOTE Most of the requirements of UIC 541-6 are compliant with this document.
Other communication systems such as “communication device for passengers”, “call for aid”,
“emergency call” or “call for assistance” are covered by the EN 16683 series."
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
!EN 13272-1:2019, Railway applications - Electrical lighting for rolling stock in public transport
systems - Part 1: heavy rail"
EN 14478:2005, Railway applications — Braking — Generic vocabulary
!EN 16186-2:2017, Railway applications - Driver's cab - Part 2: Integration of displays, controls and
indicators
EN 16186-3:2018, Railway applications - Driver's cab - Part 3: design of displays
EN 16334:2014+A1:2022 (E)
EN 50126-1:2017, Railway Applications - The Specification and demonstration of reliability, availability,
maintainability and safety (RAMS) - Part 1: generic RAMS process
EN 50126-2:2017, Railway Applications - The specification and demonstration of reliability, availability,
maintainability and safety (RAMS) - Part 2: systems approach to safety"
ISO 3864-1, Graphical symbols — Safety colours and safety signs — Part 1: Design principles for safety
signs and safety markings
ISO 3864-4:2011, Graphical symbols — Safety colours and safety signs — Part 4: Colorimetric and
photometric properties of safety sign materials
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 14478:2005 apply.
NOTE The definition for 'passenger alarm' given in EN 14478:2005, 4.9.2.2, is superseded by this document.
3.1
Closed Circuit Television
CCTV
on board video recording system
3.2
PAD operated
handle that is operated when it is manipulated in order to change its mechanical status and therefore to
send an information to the PAS
3.3
Passenger Alarm Interface
PAI
arrangement of equipment close to each other or one single equipment, which includes:
— passenger alarm device (see Clause 9);
— microphone;
— loudspeaker;
— visual indicators: lights;
— resetting device(s);
— information labels;
— a seal (optional)
! Note 1 to entry: For units designed for operation with staff on-board (other than driver), it is permitted to
have no microphone and loudspeaker. In that case, the communication link is established between the driver's cab
and the staff on-board."
EN 16334:2014+A1:2022 (E)
3.4
Passenger Alarm Device
PAD
interface to the PAS through which the requirement for a defined Passenger Alarm System demand is
indicated or initiated by passengers or operating staff
Note 1 to entry: The PAD is sometimes called emergency handle or alarm handle. These short-terms should
only be used where misunderstanding is not possible or in descriptions prepared for passengers. In this
document, 'handle' is used as a generic term and its design is defined in 10.2.
3.5
standstill
when the speed of the train has decreased to 3 km/h or less
4 Symbols and abbreviated terms
For the purposes of this document, the following symbols and abbreviated terms apply.
CCTV Closed Circuit Television (see 3.1)
PAI Passenger Alarm Interface (see 3.3)
PAD Passenger Alarm Device (see 3.4)
PAS Passenger Alarm System (see Clause 6)
TCMS Train Control and Monitoring System
5 System overview, architecture and interfaces
An example of the system overview is described in Annex E.
6 Functional requirements
6.1 General
The aim of the Passenger Alarm System is:
a) to permit passengers in case of emergency situation to inform the driver;
b) to permit the driver to keep the train moving or to stop the train at a safe location;
c) to stop the train automatically:
1) at a platform,
2) if no acknowledgement by the driver.
The mandatory functions that are set out in this clause are for normal mode operations. They are
supplemented by additional optional functions which may be incorporated in the PAS. For degraded
modes see Clause 8.
EN 16334:2014+A1:2022 (E)
6.2 Advise the driver (and optionally on board staff members or control centre) of a
potential danger
6.2.1 PAD shall be available for passengers and staff (see Clause 10 for PAD installation
requirements).
6.2.2 The information that at least one PAD has been operated shall be transmitted to the driver.
6.2.3 An acoustic and flashing visual signal shall be given to the driver when a PAD has been operated.
For the duration of signals and triggering conditions see Clause 7.
Colour and frequency of visual and acoustic signals in the driver’s cab shall conform to the
!EN 16186-2 and EN 16186-3" requirements.
6.2.4 In addition, if remote resetting of PADs is available, an acoustic signal shall be activated for each
new activation of a PAD, in accordance with the safety requirements given in Clause 9.
6.2.5 The maximum permitted delay from any PAD operated and the acoustic and visual signal for the
driver is 2 s.
6.2.6 When the driver has acknowledged, each acoustic signal shall be turned off within 1 s, and the
visual signal should change from blinking to steady within 1 s. It is permitted to retain a flashing light as
a reminder for the driver. A visual signal shall remain until all the PADs operated have been reset.
6.2.7 The system shall indicate to the driver if the PAS is not working properly or is working in
limited mode (see Clause 8).
6.2.8 A PAS passenger area module shall not be automatically or remotely isolated.
NOTE This is to ensure a member of the train staff or the driver carries out the isolation.
Colour and frequency of visual and acoustic signals in the driver’s cab shall conform to the
!EN 16186-2 and EN 16186-3" requirements.
6.2.9 Additional optional functions
6.2.9.1 There may be a reminder for the driver that a PAD has been operated by repeating the
acoustic and flashing signals at intervals until all the PAD have been reset (cycling through 6.2.3 to
6.2.6). The time interval between reminders may be selected having taken into account the proposed
train service.
6.2.9.2 The PAS can advise the on board staff by acoustic and/or visual signals that a PAD has been
operated. The recommended maximum delay from any PAD operated and the acoustic and/or visual
signal for on board staff is 2 s.
6.2.9.3 The PAS may indicate that a PAD has been operated on the outside of the train.
EXAMPLE An external flashing light on the vehicle where the PAD has been operated.
6.2.9.4 For a vehicle with several compartments, PAS may give information to identify the activated
PAD.
EXAMPLE For a vehicle with compartments such as a sleeping car or restaurant car, or the train manager's
office, a light outside each compartment could be used to identify the activated PAD.
EN 16334:2014+A1:2022 (E)
6.2.9.5 If TCMS from each vehicle to the cab is available, PAS may give an output to identify where a
PAD has been operated.
EXAMPLE To show the location on a driver’s display in the cab or other areas for on board staff.
6.2.9.6 If train CCTV is available, PAS may inform the CCTV system on the location of the PAD that
has been operated.
6.2.9.7 If remote resetting of PAD is available, an acoustic signal may be activated for each new
activation of a PAD.
6.2.9.8 The acoustic signal can be turned off if the PAS alarm is supported by an emergency brake
application by the driver. In this case, if the automatic brake controller is already in emergency brake
position, the acoustic signal sounds for at least 5 s.
6.3 Advise the passenger
6.3.1 When a PAD is operated, the PAI shall give local feedback to the passenger within 1 s maximum.
— The PAD shall be latched in the applied position and shall be visibly different to the un-operated
normal status.
— A flashing visual signal (red colour recommended) shall be activated on the PAI.
— An acoustic signal shall be activated.
— If another PAD is operated before the driver’s acknowledgement the PAI response is the same.
6.3.2 The PAS shall give feedback of driver's acknowledgement by stopping the PAI acoustic signal
and changing status of the previous feedback signal from flashing to steady.
The PAI acoustic signal shall not interfere with the ability of the driver to communicate with the
passenger.
! For units designed for operation with staff on-board (other than driver), it is permitted to have this
communication link established between the driver's cab and the staff on-board instead of between the
passenger and the driver’s cab."
6.3.3 After the driver’s acknowledgement, if another PAD is operated, the PAI flashing signal goes to
steady. PAI acoustic signal is managed for a minimum duration of 3 s, unless communication with the
driver is already implemented.
6.3.4 It is recommended that the PAI should indicate when audio communication with the driver is
available:
— by a steady green indication;
— by a tone feedback signal.
NOTE A possible tone can be two frequencies (1,5 kHz and 4 kHz), alternating at 8 Hz.
The acoustic signal may be complemented by a broadcast announcement.
EXAMPLE To advise the train crew.
EN 16334:2014+A1:2022 (E)
6.4 Manage PAS communication
!For units designed for operation with staff on-board (other than driver), it is permitted to have this
communication link established between the driver's cab and the staff on-board. In that case, the
following requirements are not mandatory."
6.4.1 PAS shall provide an acoustic link to enable a conversation between the driver and the place
where the PAD has been operated. That link shall be initiated and closed by the driver.
6.4.2 The acoustic link shall be available at all locations where a PAD has been operated, permitting
the driver to talk to every location where a PAD has been operated (link 'one to many' for the driver).
6.4.3 The system shall enable the driver to manage (simultaneously or sequentially) communications
from at least one location and up to a maximum of three locations.
6.4.4 A location shall not hear the communication generated by another location, except from the
driver, as shown in Figure 1.
Figure 1 — Permitted communications
6.5 Determine if the train is stopped at a platform or departing from a platform
6.5.1 A train is considered as stopped at a platform if a door 'release' command has been activated
and the train is at standstill. A train at a platform where there has not been any door 'release' command
is considered as outside a platform area.
6.5.2 PAS shall consider that the train is still at a platform when there has been a change of door
status from 'released' to 'closed and locked' and the end of platform has not been passed by the last
vehicle.
6.5.3 PAS should have input from an on-board platform detection system.
6.5.4 If the platform is not physically detected, the train shall be considered to have left the platform
when either one of the two following requirements is fulfilled:
— the distance covered is (100 ± 30) m; or
— the train travels for a duration of (16 ± 2) s.
EN 16334:2014+A1:2022 (E)
!6.5.5 For units intended to operate on lines that are fitted with the ETCS track side system for
control command and signalling (including ‘passenger door’ information as described in Annex A Index
7 of TSI CCS), this on-board device shall be able to receive from the ETCS system the information
related to platform."
6.6 Recognize the action of the driver
6.6.1 The PAS shall recognize if the driver has acknowledged the information that a PAD has been
operated.
6.6.2 The PAS shall recognize if the driver has initiated the override of PAS brake request.
6.6.3 The PAS shall recognize if th
...
Frequently Asked Questions
EN 16334-1:2014+A1:2022 is a standard published by the European Committee for Standardization (CEN). Its full title is "Railway applications - Passenger Alarm System - Part 1: System requirements for mainline rail". This standard covers: This European Standard specifies the characteristics of the Passenger Alarm System. The aim of the Passenger Alarm System is to: a) permit passengers in case of emergency situations to inform the driver; b) permit the driver to keep the train moving or to stop the train at a safe location; c) stop the train automatically: 1) at a platform, 2) if there is no acknowledgement by the driver. This European Standard covers the Passenger Alarm System (PAS) fitted to the passenger carrying rolling stock and specifies: - the functional requirements for an alarm triggered in the driving cab (Clause 6); - the communication channel between the driver and passengers or on-board staff (6.4); - the dynamic analysis of the Passenger Alarm System (Clause 7); - the requirements for the degraded modes management (Clause 8); - the safety related requirements (Clause 9); - requirements for the Passenger Alarm Device and Passenger Alarm Device area (Clause 10). This European Standard is applicable to rolling stock which are in the field of the Directive 2008/57/EC. NOTE 1 Existing Passenger Alarm Systems may require modification to work in conjunction with vehicles that comply with this standard. NOTE 2 Most of the requirements of UIC 541–6 are compliant with this standard. Other communications systems named 'communication device for passengers' or 'call for aid' in the CR LOC and PAS TSI [1] are not covered by this standard. NOTE 3 prEN 16683, Railway applications Call for aid and communication device Requirements covers these aspects.
This European Standard specifies the characteristics of the Passenger Alarm System. The aim of the Passenger Alarm System is to: a) permit passengers in case of emergency situations to inform the driver; b) permit the driver to keep the train moving or to stop the train at a safe location; c) stop the train automatically: 1) at a platform, 2) if there is no acknowledgement by the driver. This European Standard covers the Passenger Alarm System (PAS) fitted to the passenger carrying rolling stock and specifies: - the functional requirements for an alarm triggered in the driving cab (Clause 6); - the communication channel between the driver and passengers or on-board staff (6.4); - the dynamic analysis of the Passenger Alarm System (Clause 7); - the requirements for the degraded modes management (Clause 8); - the safety related requirements (Clause 9); - requirements for the Passenger Alarm Device and Passenger Alarm Device area (Clause 10). This European Standard is applicable to rolling stock which are in the field of the Directive 2008/57/EC. NOTE 1 Existing Passenger Alarm Systems may require modification to work in conjunction with vehicles that comply with this standard. NOTE 2 Most of the requirements of UIC 541–6 are compliant with this standard. Other communications systems named 'communication device for passengers' or 'call for aid' in the CR LOC and PAS TSI [1] are not covered by this standard. NOTE 3 prEN 16683, Railway applications Call for aid and communication device Requirements covers these aspects.
EN 16334-1:2014+A1:2022 is classified under the following ICS (International Classification for Standards) categories: 13.320 - Alarm and warning systems; 45.060.20 - Trailing stock. The ICS classification helps identify the subject area and facilitates finding related standards.
EN 16334-1:2014+A1:2022 has the following relationships with other standards: It is inter standard links to EN 16334-1:2014/FprA1, EN 16334:2014. Understanding these relationships helps ensure you are using the most current and applicable version of the standard.
EN 16334-1:2014+A1:2022 is associated with the following European legislation: EU Directives/Regulations: 2016/797/EU; Standardization Mandates: M/483, M/591. When a standard is cited in the Official Journal of the European Union, products manufactured in conformity with it benefit from a presumption of conformity with the essential requirements of the corresponding EU directive or regulation.
You can purchase EN 16334-1:2014+A1:2022 directly from iTeh Standards. The document is available in PDF format and is delivered instantly after payment. Add the standard to your cart and complete the secure checkout process. iTeh Standards is an authorized distributor of CEN standards.
The EN 16334-1:2014+A1:2022 standard provides essential guidelines for the design and application of the Passenger Alarm System (PAS) within mainline railways. Its comprehensive scope directly addresses critical requirements, ensuring that passenger safety remains paramount in the rail transport sector. One of the significant strengths of this standard is its focus on enabling communication during emergency situations, allowing passengers to alert the driver as needed. This capability is crucial, as it empowers passengers to engage directly with the operational control of train services, promoting safety and efficiency during crises. Additionally, the standards' provisions for the driver to maintain the momentum or safely halt the train reinforce the system's dual authorization model, which adds a layer of safety for both passengers and railway operators. The specification's detailed coverage includes functional requirements for alarms activated in the driving cab, establishing clear communication channels between drivers and passengers, and examining the dynamics of the Passenger Alarm System. This thorough approach ensures that all facets of the system are effectively addressed, contributing to an overall robust emergency response mechanism. Moreover, the inclusion of requirements for degraded modes management and safety-related considerations highlights the standard's commitment to maintaining operational continuity even in suboptimal conditions. This focus on resilience is particularly relevant in the context of rigorous safety protocols mandated by European regulations. Another notable aspect of this standard is its compatibility with existing systems, acknowledging that modifications may be needed for current Passenger Alarm Systems to comply with EN 16334-1. The reference to UIC 541–6 compliance furthers the standard's relevance, ensuring that rail operators can integrate its requirements with existing frameworks without significant disruption. It's important to note that while this standard provides a comprehensive framework for the Passenger Alarm System, it explicitly does not cover other communication systems that serve different functions, such as 'communication devices for passengers' or 'call for aid' systems. This clarity helps delineate the standard's scope, ensuring that users can accurately interpret its application. In summary, the EN 16334-1:2014+A1:2022 standard is a pivotal document for the railway industry, as it offers a structured approach to enhancing passenger safety through the Passenger Alarm System. Its detailed requirements and considerations not only align with current regulatory frameworks but also reflect an adaptable and forward-thinking approach to railway safety integration.
標準であるEN 16334-1:2014+A1:2022は、鉄道アプリケーションにおける「Passenger Alarm System」の要件を定めた重要な欧州規格です。この規格は、主に旅客用の警報システムの特性に焦点を当て、緊急時における乗客の安全を確保することを目的としています。 この標準の範囲は幅広く、主に次の要素を含んでいます。まず、運転席でトリガーされる警報の機能要件を詳細に規定しており（第6条）、運転手と乗客または乗務員との間のコミュニケーションチャネル（6.4条）についても明確にしています。また、旅客警報システムの動的分析（第7条）や、劣化モードの管理に関する要件（第8条）、安全関連の要件（第9条）も盛り込まれています。最も重要な点は、乗客警報装置およびその周辺の要件が（第10条）設けられていることです。 この標準の強みは、安全性と運行の継続性を両立させるための明確なガイドラインを提供している点にあります。例えば、運転手が無応答の場合には自動的に列車を停止する機能は、乗客の安全を守るために不可欠です。また、標準は、2008/57/EC指令の範囲内にある車両に適用されるため、欧州内での一貫性ある安全基準を確保しています。 さらに、既存の旅客警報システムには、この標準に適合させるために変更が必要な場合があることが記述されています。この点は、既存のインフラとの整合性を保ちながら新たな標準を適用するための重要な留意点です。また、UIC 541–6の大部分の要件が本標準と適合していることから、業界での広範な受け入れが期待されます。 このように、EN 16334-1:2014+A1:2022は、旅客警報システムの安全性、機能性、及び効果的なコミュニケーション手段を提供する規格として非常に関連性が高いと評価できます。これにより、旅客の安全確保という目的が具体的に支援されることが期待されます。
La norme SIST EN 16334-1:2014+A1:2022 joue un rôle crucial dans le domaine des applications ferroviaires, en particulier en ce qui concerne les systèmes d'alarme pour passagers. Ce document normatif établit des caractéristiques précises pour le Système d'Alarme pour Passagers (SAP), permettant ainsi aux passagers de signaler des situations d'urgence au conducteur. Ce mécanisme est vital pour la sécurité des usagers et pour la gestion efficace des situations critiques à bord. L'ensemble des exigences fonctionnelles décrites dans cette norme, notamment la capacité du conducteur à maintenir le train en mouvement ou à l'arrêter dans un lieu sûr, souligne l'importance de la réactivité en cas d'incident. En précisant les conditions d'arrêt automatique du train, tant sur une plateforme que dans le cas d'un manque d'accusé de réception de la part du conducteur, la norme assure un niveau de sécurité élevé, répondant ainsi aux préoccupations des passagers. Les clauses détaillant les exigences pour le déclenchement de l'alarme dans la cabine de conduite, ainsi que le canal de communication entre le conducteur et les passagers ou le personnel à bord, facilitent une interaction fluide et efficace, renforçant ainsi la réponse aux urgences. En outre, l'analyse dynamique et la gestion des modes dégradés discutées dans les clauses résument la flexibilité et l'adaptabilité de ce système essentiel. Les exigences de sécurité traitées spécifiquement dans cette norme confèrent une légitimité indiscutable à la mise en œuvre du Système d'Alarme pour Passagers dans les véhicules ferroviaires conformes à la Directive 2008/57/EC. En tenant compte de la nécessité potentielle de modifications des systèmes existants pour s'aligner sur cette norme, SIST EN 16334-1:2014+A1:2022 assure une transition fluide vers des standards modernisés pour la sécurité ferroviaire. Il convient également de noter que si d'autres systèmes de communication pour passagers ou dispositifs d'appel à l'aide ne sont pas couverts par le champ d'application de cette norme, la conformité avec les exigences de UIC 541-6 demeure largement atteinte, démontrant l'harmonisation des standards à l'échelle européenne. Dans l'ensemble, la norme SIST EN 16334-1:2014+A1:2022 est pertinente et solide, contribuant efficacement à l'amélioration de la sécurité ferroviaire et à la protection des passagers sur les trains de transport public.
SIST EN 16334-1:2014+A1:2022는 철도 응용 프로그램의 승객 알람 시스템에 대한 철저한 기준을 설정하고 있습니다. 이 표준은 승객이 비상 상황에서 기관사에게 알릴 수 있도록 하며, 기관사가 기차를 안전한 장소로 계속 운행하거나 정지할 수 있게 돕는 시스템의 요구 사항을 명확하게 정의하고 있습니다. 이 표준의 주요 강점은 승객 알람 시스템의 기능적 요구 사항을 상세히 규명하고 있다는 점입니다. 특히, 운전실에서 트리거되는 알람의 기능적 요구 사항(제6항), 승객과 기관사 또는 승무원 간의 통신 채널(6.4항), 승객 알람 시스템의 동적 분석(제7항), 저하 모드 관리 요구 사항(제8항) 및 안전 관련 요구 사항(제9항) 등을 포함하여 시스템의 안전성과 효율성을 보장합니다. 또한, 승객 알람 장치 및 해당 구역에 대한 요구 사항(제10항)은 시스템의 실행을 보다 명확하게 하여 실제 환경에서의 적용 가능성을 높입니다. 이 표준은 2008/57/EC 지침의 범위 내에서 작동하는 모든 조정 가능한 운행 수단에 적용되며, 기존의 승객 알람 시스템은 이 표준에 맞게 수정이 필요할 수 있다는 점도 주목할 필요가 있습니다. 이 표준은 또한 UIC 541–6의 대부분 요구 사항과 호환되어, 국제적인 안전 기준으로서의 역할을 수행합니다. 그러나 승객을 위한 '통신 장치'와 '구조 요청'이라는 다른 커뮤니케이션 시스템은 본 표준의 포함 범위에 들어가지 않는 점은 사용자가 주의해야 할 부분입니다. 결론적으로, SIST EN 16334-1:2014+A1:2022 표준은 승객 알람 시스템의 체계적이고 안전한 운영을 위한 포괄적인 가이드라인을 제공하며, 현대 철도 시스템에서 승객 안전을 극대화하는 데 중요한 역할을 할 것으로 기대됩니다.
Die Norm EN 16334-1:2014+A1:2022 legt die spezifischen Eigenschaften des Passenger Alarm Systems (PAS) für den Schienenverkehr fest und stellt einen bedeutenden Rahmen für die Sicherheit im Reiseverkehr dar. Ihr Anwendungsbereich ist klar definiert und umfasst die Anforderungen, die an Systeme gestellt werden, die in fahrgasttragenden Fahrzeugen installiert sind. Eine der größten Stärken dieser Norm ist ihre umfassende Analyse der funktionalen Anforderungen an das Alarmsystem, einschließlich der speziellen Klärung der Alarmauslösung im Führerstand (Klausel 6). Diese Detailtiefe gewährleistet, dass im Notfall der Passagier den Fahrer informieren kann, was entscheidend für die Sicherheit während der Fahrt ist. Darüber hinaus werden in Klausel 6.4 die Kommunikationskanäle zwischen Fahrern, Passagieren und dem Bordpersonal präzise definiert, was die Effizienz der Kommunikation in Notfällen verbessert. Die dynamische Analyse des Passenger Alarm Systems, wie in Klausel 7 dargestellt, ist ein weiterer wesentlicher Aspekt, der sicherstellt, dass die Systeme unter verschiedenen Bedingungen zuverlässig funktionieren. Zudem wird in Klausel 8 das Management der degradierten Modi behandelt, was zur Robustheit des Systems beiträgt und gewährleistet, dass auch im Falle von Teilausfällen Sicherheit gegeben ist. Die sicherheitsrelevanten Anforderungen, beschrieben in Klausel 9, sind ein unverzichtbarer Bestandteil dieser Norm. Sie fördern die Integration strenger Sicherheitsstandards, die potenzielle Risiken für Passagiere und Personal minimieren. Darüber hinaus behandelt Klausel 10 die Anforderungen an das Passenger Alarm Device und dessen Bereich, was die physische Umsetzung der Sicherheitsmaßnahmen stärkt. Ein hervorstechendes Merkmal dieser Norm ist auch ihre Kompatibilität mit der Richtlinie 2008/57/EG, wodurch sichergestellt wird, dass alle rollenden Bestände, die unter diesen regulativen Rahmen fallen, die festgelegten Standards einhalten. Zudem ist festzustellen, dass bestehende Passenger Alarm Systems möglicherweise angepasst werden müssen, um mit Fahrzeugen, die dieser Norm entsprechen, kompatibel zu sein, was auf die Notwendigkeit hinweist, bestehende Technologien regelmäßig zu überprüfen und gemäß den neuesten Sicherheitsstandards zu aktualisieren. Zusammenfassend ist die EN 16334-1:2014+A1:2022 eine grundlegende Norm für das Passenger Alarm System im Schienenverkehr. Ihre klare Regelung der Anforderungen und ihre Handlungsempfehlungen sind für die Sicherheit von Passagieren von höchster Relevanz und sorgen dafür, dass Notfallsituationen effizient gemeistert werden können. Die Norm zeigt sich als äußerst relevant für die gegenwärtigen Sicherheitsanforderungen im Schienenverkehr und stellt sicher, dass die Systeme sowohl den gesetzlichen Vorgaben als auch den praktischen Bedürfnissen der Passagiere gerecht werden.
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