EN 14752:2005
(Main)Railway applications - Bodyside entrance systems
Railway applications - Bodyside entrance systems
The requirements of this European Standard apply to passenger body side doors of all newly designed railway vehicles such as tram, metro, suburban, mainline and high-speed trains that carry passengers. The requirements of this European Standard also apply to existing vehicles undergoing refurbishment of the door equipment, as far as it is reasonably practicable.
This European Standard makes reference to manual and power operated doors. For manual doors clauses referring to power operation are not applicable.
This European Standard does not apply to doors for equipment access, inspection or maintenance purposes and for crew only use.
Bahnanwendungen - Seiteneinstiegsysteme
Die Anforderungen dieser Europäischen Norm gelten für Fahrgasteinstiegstüren von allen neu konstruierten Bahnfahrzeugen zur Personenbeförderung, wie z. B. Straßenbahnen, U-Bahnen, S-Bahnen und Regionalbahnen, Fernverkehrsbahnen und Hochgeschwindigkeitsbahnen. Die Anforderungen dieser Europäischen Norm gelten auch, sofern es vernünftigerweise durchführbar ist, für vorhandene Fahrzeuge, bei denen die Türanlage modernisiert wird.
Diese Europäische Norm bezieht sich auf handbetätigte und angetriebene Türen. Bei handbetätigten Türen gelten die Abschnitte, die sich auf einen Antrieb beziehen, nicht.
Diese Europäische Norm gilt nicht für Türen, die dem Zugang zur Ausrüstung oder zu Inspektions- oder Instandhaltungszwecken oder nur dem Zugang des Zugpersonals dienen.
Türen oder Klappen, die ausschließlich für die Flucht in Notfällen vorgesehen sind, sind ausgenommen.
Applications ferroviaires - Systèmes d'accès latéraux
Les exigences de la présente Norme européenne s'appliquent aux portes d'accès voyageurs de tous les véhicules ferroviaires de conception nouvelle destinés aux LRV / Tram, aux métros, aux trains de banlieue, aux trains grande ligne et grande vitesse transportant des voyageurs. Les exigences de cette Norme européenne s'appliquent également aux véhicules existants dont on rénove les portes, pour autant qu'il soit raisonnable de les satisfaire.
La présente Norme européenne fait référence aux portes manuelles et motorisées. Pour les portes manuelles, les articles faisant référence à des opérations motorisées ne sont pas applicables.
La présente Norme européenne ne s'applique pas aux portes donnant accès aux équipements, ni à celles destinées aux activités d’inspection ou de maintenance, ni à celles réservées à l’usage des agents de train.
Les portes ou agrés de transbordement spécifiquement prévues pour sortir dans des conditions de secours sont exclues.
Železniške naprave – Vrata in zapiralni sistemi na železniških potniških vozilih
General Information
Relations
Frequently Asked Questions
EN 14752:2005 is a standard published by the European Committee for Standardization (CEN). Its full title is "Railway applications - Bodyside entrance systems". This standard covers: The requirements of this European Standard apply to passenger body side doors of all newly designed railway vehicles such as tram, metro, suburban, mainline and high-speed trains that carry passengers. The requirements of this European Standard also apply to existing vehicles undergoing refurbishment of the door equipment, as far as it is reasonably practicable. This European Standard makes reference to manual and power operated doors. For manual doors clauses referring to power operation are not applicable. This European Standard does not apply to doors for equipment access, inspection or maintenance purposes and for crew only use.
The requirements of this European Standard apply to passenger body side doors of all newly designed railway vehicles such as tram, metro, suburban, mainline and high-speed trains that carry passengers. The requirements of this European Standard also apply to existing vehicles undergoing refurbishment of the door equipment, as far as it is reasonably practicable. This European Standard makes reference to manual and power operated doors. For manual doors clauses referring to power operation are not applicable. This European Standard does not apply to doors for equipment access, inspection or maintenance purposes and for crew only use.
EN 14752:2005 is classified under the following ICS (International Classification for Standards) categories: 45.060.01 - Railway rolling stock in general; 45.140 - Metro, tram and light rail equipment. The ICS classification helps identify the subject area and facilitates finding related standards.
EN 14752:2005 has the following relationships with other standards: It is inter standard links to EN 14752:2015, prEN 14752. Understanding these relationships helps ensure you are using the most current and applicable version of the standard.
EN 14752:2005 is associated with the following European legislation: EU Directives/Regulations: 93/38/EEC, 96/48/EC; Standardization Mandates: M/275. 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 14752:2005 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.
Standards Content (Sample)
SLOVENSKI STANDARD
01-marec-2006
Železniške naprave – Vrata in zapiralni sistemi na železniških potniških vozilih
Railway applications - Bodyside entrance systems
Bahnanwendungen - Seiteneinstiegsysteme
Applications ferroviaires - Systemes d'acces latéraux
Ta slovenski standard je istoveten z: EN 14752:2005
ICS:
45.060.20 Železniški vagoni Trailing stock
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
EUROPEAN STANDARD
EN 14752
NORME EUROPÉENNE
EUROPÄISCHE NORM
December 2005
ICS 45.060.01
English Version
Railway applications - Bodyside entrance systems
Applications ferroviaires - Systèmes de porte d'accès pour Bahnanwendungen - Seiteneinstiegsysteme
matériel roulant
This European Standard was approved by CEN on 14 November 2005.
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 Central Secretariat 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 Central Secretariat has the same status as the official
versions.
CEN members are the national standards bodies of Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,
Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia,
Slovenia, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: rue de Stassart, 36 B-1050 Brussels
© 2005 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 14752:2005: E
worldwide for CEN national Members.
Contents Page
Introduction.5
1 Scope .6
2 Normative references .6
3 Terms and definitions.7
4 Constructional requirements .8
4.1 Doorway design .8
4.2 Mechanical strength .13
4.3 Local door control devices.15
4.4 Labels/warning signs.18
4.5 Interfaces with the vehicle.18
4.6 Other requirements.18
4.7 Electronic equipment.19
4.8 Reliability, availability, maintainability, safety (RAMS).19
4.9 Protection against hazards .19
4.10 Environmental conditions .19
5 Operational requirements.20
5.1 Door control .20
5.2 Closing conditions.22
5.3 Opening conditions .27
5.4 Step obstacle detection.27
5.5 Emergency operation .27
5.6 Interfaces.31
6 Categories of tests.32
6.1 General .32
6.2 Type tests .32
6.3 Routine tests .33
6.4 Functional test on the fully assembled vehicle .33
7 Documentation.33
Annex A (informative) Door buttons .34
A.1 Purpose .34
A.2 Examples of door buttons.34
A.3 Labels on or near door buttons .35
A.4 Recommended emergency egress device .36
A.5 Sample of labels.36
Annex B (normative) Water test procedure .37
B.1 Purpose .37
B.2 Test arrangement.37
B.3 Test decision .37
Annex C (normative) Specification and testing of the air tightness of door systems.39
C.1 Purpose .39
C.2 Calculation – Flowchart.39
C.3 Air tightness requirements specification form .40
C.4 Air tightness testing .40
Annex D (normative) Guidelines for measuring the closing forces of power-operated doors.44
D.1 General .44
D.2 Terms and definitions.44
D.3 Measurements.45
D.4 Measuring device.46
Annex E (normative) Test plan .48
Annex F (normative) Load requirements for door systems due to aerodynamic loads on
passenger trains .50
Annex G (informative) Clauses in this European Standard requiring clarification in the contract .51
Annex H (normative) RIC-KEY .53
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 96/48.54
Foreword
This European Standard (EN 14752:2005) 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 June 2006, and conflicting national standards shall be withdrawn at
the latest by June 2006.
This European Standard has been prepared under a mandate given to CEN by the European Commission
and the European Free Trade Association, and supports essential requirements of EU Directive 96/48.
For relationship with EU Directive(s), see informative Annex ZA, which is an integral part of this European
Standard.
1)
Annex H refers to the agreement governing the exchange and use of coaches in international traffic (RIC).
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following
countries are bound to implement this European Standard: Austria, Belgium, Cyprus, Czech Republic,
Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia, Spain, Sweden, Switzerland
and United Kingdom.
1) Can be purchased from: UIC, Bureau RIV RIC, Rue Jean Rey 16, F-75015 Paris.
Introduction
This European Standard specifies the minimum requirements for construction and operation of railway
passenger access doors to ensure
safe access and egress from passenger trains through bodyside doors,
a minimum risk of injury to persons as a result of door operation,
that the doors remain closed when the vehicle is in motion and
safe maintenance of the door systems.
1 Scope
The requirements of this European Standard apply to passenger bodyside doors of all newly designed railway
vehicles such as tram, metro, suburban, mainline and high-speed trains that carry passengers. The
requirements of this European Standard also apply to existing vehicles undergoing refurbishment of the door
equipment, as far as it is reasonably practicable.
This European Standard makes reference to manual and power operated doors. For manual doors clauses
referring to power operation are not applicable.
This European Standard does not apply to doors for equipment access, inspection or maintenance purposes
and for crew only use.
Doors or hatches specifically provided for escape of emergency conditions are excluded.
2 Normative references
The following referenced documents are indispensable for the application of this European Standard. For
dated references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
EN 12663, Railway applications − Structural requirements of railway vehicle bodies
EN 13272, Railway applications − Electrical lighting for rolling stock in public transport systems
EN 14067 (all parts), Railway applications − Aerodynamics
prEN 45545 (parts 1, 2, 3, 4, 6 and 7), Railway applications − Fire protection of railway vehicles
EN 50121-3-2, Railway applications − Electromagnetic compatibility − Part 3-2: Rolling stock − Apparatus
EN 50125-1, Railway applications − Environmental conditions for equipment − Part 1: Equipment on board
rolling stock
EN 50126, Railways applications − The specification and demonstration of reliability, availability,
maintainability and safety (RAMS)
EN 50153, Railway applications − Rolling stock − Protective provisions relating to electrical hazards
EN 50155, Railway applications − Electronic equipment used on rolling stock
EN 50215, Railway applications − Testing of rolling stock after completion of construction and before entry into
service
EN 60077-1:2002, Railway applications − Electric equipment for rolling stock − Part 1: General service
conditions and general rules (IEC 60077-1:1999, modified)
EN ISO 140-3, Acoustics − Measurement of sound insulation in buildings and of building elements − Part 3:
Laboratory measurements of airborne sound insulation of building elements (ISO 140-3:1995)
UIC 566:1990, Loadings of coach bodies and their components
UIC 660:2002, Measures to ensure the technical compatibility of high-speed trains
DIN 6164-1:1980-02, DIN colour chart – System based on the 2° standard colorimetric observer
DIN 6164-2:1980-02, DIN colour chart – Specification of colour samples
DIN 6164-3:1981-07, DIN colour chart – System based on the 10° standard colorimetric observer
3 Terms and definitions
For the purposes of this European Standard, the following terms and definitions apply.
3.1
door
bodyside panel or panels available for passenger access and egress, including its components
3.2
automatic closing
powered closing of the door without intervention by the passenger
3.3
local closing
powered closing by intervention of the passenger
3.4
door operation
all door operating sequences
3.5
door button
device to initiate door opening or closing command
3.6
enabled door
door released by the train crew or an automatic system to permit operation by the door button
3.7
locked door
closed door held closed by a mechanical device
3.8
isolated door
door which is locked and not available for use
3.9
unlocked door
door with mechanical door locking released
3.10
train crew
persons authorised to carry out the duties for door operation
3.11
routine test
test to which each door equipment is subjected during or after manufacturing
3.12
type test
test of one door system and its components to prove the design meets the standard and the relevant
specification
3.13
contract
agreement between manufacturer of the door system and buyer of that door system
3.14
RIC-KEY
key according to the agreement on mutual use of vehicles for persons and goods in the international transport
(RIC); see Annex H
3.15
power operated door system
door system which operates doors in opening and closing direction by machine power
3.16
manual doors
doors the closing and/or opening of which is operated by hand power of crew or passengers
3.17
leading edge
edge of the door, leading during closing movement
3.18
emergency egress device
operating element for manual opening of the door from inside in case of emergency
3.19
access device
operating element for door opening from outside when the door is not available for normal operation
4 Constructional requirements
4.1 Doorway design
4.1.1 Door throughway design
4.1.1.1 Minimum width
Doors shall have an unrestricted passage width of 800 mm minimum to allow unimpeded access and egress
of passengers (see Figure 1 as an example for the measuring method).
Key
1 passage width
2 door leaf
3 vehicle
Figure 1 — Minimum width
4.1.1.2 Minimum height
Doors shall have an unrestricted passage height of 1 900 mm minimum except where the infrastructure
(gauge or car profile) does not allow this (see Figure 2 for the measuring method).
Dimensions in millimetres
Figure 2 — Minimum height
4.1.1.3 Water drainage
A system shall be provided to divert water from the vehicle roof away from the door throughway.
4.1.2 Steps
4.1.2.1 Entrance area −−−− General
The external steps shall be at least the full door width and in line with the door throughway. The internal steps
should be at least the full door width and in line with the door throughway.
4.1.2.2 Step dimensions
The step edge should be level with the vestibule floor. Where this cannot be achieved, the minimum depth of
an internal step shall be 190 mm and the minimum depth of an external step shall be 145 mm to provide
adequate foot hold. The depth of the external step may be smaller if the step is at a similar height to the floor
level of the vehicle. The angle of the walking line shall not be greater than 55° (α) inside the car and 59° (β)
outside. Angles of less than 50° are recommended for α and β (see Figure 3).
A ratio of 2 × h + g = 640 mm should be achieved.
Dimensions in millimetres
Key
1 car
2 external fixed or moveable step
Figure 3 — Step dimensions
4.1.2.3 Step surface
Foot steps shall be provided with an anti-slip surface across the usable surface area.
4.1.2.4 Protection against water
The steps shall be arranged to allow water to drain away from the anti-slip surface. The design shall prevent
water accumulation.
4.1.2.5 Manual operation
If the deployed step exceeds the vehicle gauge, under power failure conditions the step shall be manually
retractable to a stable closed position from the platform it was intended for.
The operation manuals shall include an instruction stating the step drive shall be isolated prior to manual
operation, if this is necessary to avoid a possible injury due to the activation of the automatic drive.
It shall be specified in the contract if the steps are deployable under power failure. Under this condition a
means of ensuring the stability of the open position and a facility for manual retraction shall be provided.
4.1.3 Track level access
If necessary, means shall be provided to ensure (e.g. of staff) safe access and egress to or from the track
level. Details need to be clarified in the contract.
4.1.4 Gaps between vehicles and platforms
The relative position of the step edge in relation to the vehicle body shell and vehicle floor (see Figure 3) shall
be defined in the contract. The gaps between threshold/steps and platforms shall be considered in order to
provide safe conditions for persons during access and egress.
4.1.5 Train surfing
Step edges, ledges or handholds on the outside surface of the door system shall be avoided or designed so
they are not accessible, when the doors are closed (so called “train surfing“).
4.1.6 Handholds
A handhold shall be provided at each doorway in order to assist passengers.
The handhold shall be placed inside the vehicle
adjacent to each door panel or
at doorways with more than one step, handholds shall be placed on both sides of the doorway.
The handhold shall be capable of withstanding a force of 1,5 kN applied at any point over its length at any
direction without causing any non-elastic deformation in it. Deformation on first loading shall not be considered
during testing.
The handhold should be coloured so that it stands out from its surrounding. The handhold shall be designed to
provide adequate grip.
4.1.7 Door windows
All door windows shall be fitted with safety glass. Where the distance of the lower edge of the door window is
less than 800 mm above floor level, a means of protection shall be provided to prevent passengers falling
through the window when broken.
NOTE Protection is given by the use of laminated glass with positive support (e.g. bonding), mechanical elements
(e.g. a bar) or equivalent measures. If bars are used, they should be fitted such that they do not create hazards to
passengers.
4.2 Mechanical strength
4.2.1 Door mechanical strength
4.2.1.1 Passenger retention
The door system shall be capable of withstanding the forces that occur when passengers are leaning or falling
against the door panels without causing any non-elastic deformation or loss of operation (service force is
repetitive). Deformation on first loading shall not be considered during testing.
For this purpose a closed and locked door panel including the glazing shall withstand a pushing force applied
from inside the vehicle onto the door panel.
The load shall be represented by the application of a load distributed over a strip of 200 mm in height,
positioned 1 300 mm above car floor level. The value of this force shall be 1 000 N per linear metre over the
width of the exposed internal surface of the door (see also Figure 4). The locking system on sliding doors shall
withstand a force in opening direction of 1 200 N.
NOTE This requirement is in accordance with 4.12.3 (Class GT1) of EN 50125-1 for transversal acceleration.
Dimensions in millimetres
F
Key
1 outside
2 inside
3 exposed internal surface
Figure 4 — Mechanical strength
100 100
4.2.1.2 Aerodynamic stresses
A door system shall be capable of withstanding the effects of pressure pulses as given in Annex F, applied
over the surface of the door without causing any non-elastic deformation or loss of operation. Deformation on
first loading shall not be considered during testing.
4.2.1.3 Vehicle gauge
Under normal operation the loads defined in 4.2.1.1 and 4.2.1.2 may cause elastic door deformations. The car
builder shall specify the acceptable limits so as not to infringe the kinematic gauge of the vehicle.
4.2.1.4 Vehicle overturning case
It shall be specified in the contract if the door strength is to be based on the vehicle overturning case.
During the vehicle overturning case, the door shall not break away. This is based on the passengers of a
crush laden train standing on the door (6 kN/m²). Non-elastic deformation is permissible.
NOTE EN 12663 provides typical passenger weight and density.
4.2.1.5 Ability to withstand vibration and shock
The door system shall be designed to withstand the effects of vibrations and shocks as defined for equipment
attachments in EN 12663.
If vibration and shock testing of sensitive mechanical components is specified in the contract, this shall be
carried out in accordance with EN 61373.
4.2.2 Step(s) mechanical strength
The following requirements shall apply:
the steps shall be capable of withstanding a concentrated downward vertical load of 2 kN. This shall be
applied on an surface area of 100 mm × 200 mm at any position on the exposed step surface without
causing non-elastic deformation;
the steps shall be capable of withstanding on their exposed surface a distributed downward vertical load
of 4 kN/m of step length without causing non-elastic deformation (see figure 5);
deformation on first loading shall not be considered during testing;
a mechanism shall be installed in order to maintain the stability of moveable steps in the deployed and
retracted position.
F
Key
1 car
2 external fixed or moveable step
3 exposed surface
4 door leaf
Figure 5 — Step mechanical strength
4.3 Local door control devices
4.3.1 Door buttons
4.3.1.1 General
Where door buttons for passenger “open“ and/or “close“ functions are required by the contract, the
requirements of 4.3 shall be met.
On trains complying with TSI high-speed interoperability each door shall be equipped with external and
internal door open buttons.
4.3.1.2 Inside
On single doors the door buttons for “open“ and “close“ should be located near the leading edge of the door.
On double panel doors, the door open button should be located on the right hand panel (seen from inside)
adjacent to the leading edge.
4.3.1.3 Outside
On single doors the door buttons for “open“ and/or "close" should be located near the leading edge of the
door.On double panel doors, the door open button should be located on the left hand panel (seen from
outside) adjacent to the leading edge.
4.3.1.4 Passenger door button location
All internal door buttons shall be mounted between 1,0 m and 1,4 m above the car floor level.
All external door buttons shall be mounted between 1,0 m and 1,4 m above station platform.
Where door “open“ and “close“ buttons are provided, the upper door button shall be the “open“ button.
The door buttons shall be positioned such that an opening door does not create a trapping hazard for the
operating hand.
If additional door buttons for wheelchair users are agreed in the contract, they shall be mounted at about
0,85 m above car floor level respectively platform level.
4.3.1.5 Door button design
The recommended design and the appropriate pictograms are given in A.1 to A.3.
4.3.1.6 Colour of door buttons
The door button colour shall contrast from its surrounding. The colour for the “open“ button should be green,
the colour for the “close“ button should be red. Buttons for doors allocated for prams and wheelchairs should
be blue.
4.3.2 Emergency egress device
4.3.2.1 Quantity and location of emergency egress device
The operating element of the emergency egress device shall be located inside the car in the area adjacent to
the door (shown in the hatched zone of Figure 6).
Each door shall be equipped with an emergency egress device.
NOTE Refer also to prEN 45545-4.
Dimensions in millimetres
400 400
Key
1 standing level
2 throughway
Figure 6 — Emergency egress device location
4.3.2.2 Design of emergency egress device
A recommended example of the type and operation of the emergency egress device is shown in A.4.
4.3.2.3 Colour of emergency egress device
The colour of the emergency egress handle shall be red RAL 3020 according to DIN 6164. It is recommended
that the complete device is coloured in red according to RAL 3020.
4.3.3 Emergency access device
4.3.3.1 Quantity and location of access device
The operating element of the access device shall be located in the area adjacent to the door at a height so
that it can be operated from track and from all relevant platform levels.
The contract shall state the quantity and location of the access devices.
NOTE Refer also to prEN 45545-4.
4.3.3.2 Design of access device
The device shall be key or handle operated.
4.3.3.3 Colour of access device
It is recommended that the complete device is coloured in red in RAL 3020 according to DIN 6164.
4.4 Labels/warning signs
Labels shall be used to instruct passengers on the use of the door equipment.
Symbols should be applied instead of written instruction (or symbols together with written information).
An example for suitable labels is given in Figure A.5 and UIC 413.
A label, located adjacent or on the relevant device, shall provide information on the operation of that device.
4.5 Interfaces with the vehicle
4.5.1 Electric and pneumatic power supplies
The electrical and pneumatic equipment of the door shall be designed to meet the requirements of
EN 60077-1:2002, 8.2.1, "Operating conditions".
4.5.2 Mechanical interface with the vehicle
The mechanical design of the door shall incorporate adjustments and clearances required for the performance
of that door, such as
adjustment of position,
sealing,
motion etc.
The door adjustment should be simple and limited; the setting devices shall be easily accessible.
The tolerances and deflections imposed under various loading conditions shall be agreed by the manufacturer
of the vehicle and the supplier of the door system.
4.6 Other requirements
4.6.1 Fire resistance
The fire resistance of doors and associated equipment shall be specified in the contract to allow the overall
vehicle fire requirements to be achieved. Classifications and requirements of prEN 45545 series shall be
applied as it becomes available.
4.6.2 Insulation
4.6.2.1 Sound insulation
The criteria for sound insulation shall be specified by the manufacturer of the vehicle to allow the overall
vehicle requirements to be achieved. If measurements are required, they shall be performed according to
EN ISO 140-3.
4.6.2.2 Thermal insulation
The criteria for thermal insulation shall be specified by the manufacturer of the vehicle to allow the overall
vehicle requirements to be achieved.
If measurements are required, they shall be performed according to EN ISO 12567-1.
4.7 Electronic equipment
4.7.1 Hardware
Electronic equipment shall be designed to comply with the requirements of EN 50155 and EN 50121-3-2.
4.7.2 Software for electronic door control systems
The software shall be designed to the necessary software safety integrity level (SSIL) to achieve the overall
safety requirements for the door system.
NOTE EN 50128 gives rules concerning software for railway control and protection systems.
The function of the software shall be verified during the type test.
4.8 Reliability, availability, maintainability, safety (RAMS)
If analyses concerning RAMS are required, the guidelines given in EN 50126 shall apply. The details of the
analyses shall be stated in the contract.
4.9 Protection against hazards
Electrical equipment shall be designed to prevent direct and indirect contact with live components in
accordance with the requirements given in EN 50153.
Door system components requiring access during maintenance for door setting/adjustment should not be
positioned in the immediate proximity of any hazardous area, i.e. potential trapping hazard or electrical hazard,
alternatively a local isolation system shall be provided.
Risks due to breaking of overhead contact wire should be taken into account.
The characteristics of the short circuit current have to be stated in the contract.
4.10 Environmental conditions
4.10.1 Weather
The environmental conditions for railway equipment are given in EN 50125-1, such as:
temperature range,
humidity,
pollution,
ice, snow and rain etc.
Any deviation from the specified performance, e.g. at the temperature extremes, shall be specified in the
contract.
Extended ranges in accordance with EN 50125-1 may be specified, if appropriate.
4.10.2 Water tightness
The door shall be designed to prevent water from entering into the vehicle when it is closed.
The water tightness shall be tested as stated in the water test procedure in Annex B.
If a door system is not capable of fulfilling the requirement of water tightness due to its design type (e.g.
folding door, ventilation openings) then water entering the vehicle shall be drained adequately.
4.10.3 Air pressure tightness
If air tightness is required, the air tightness requirements for the whole vehicle shall be specified by the car
builder. In this case the air tightness degree of the door shall be specified to meet the overall vehicle
requirements, using the matrix as shown in C.3, specifying the equivalent leakage surface at the defined
pressure levels.
UIC 660 specifies the tightness of complete vehicles.
The procedure shown in C.2 shall be used.
Tests shall be carried out in accordance with C.4.
5 Operational requirements
5.1 Door control
5.1.1 General
Doors shall be enabled under the control of the train crew, or of an automatic system.
5.1.2 Enable doors
Enabling of the door shall only be possible at a train speed below 5 km/h. A lower value can be defined in the
contract.
Enabling of the door shall not be possible if the power supply for the door system fails.
Enable of doors shall be performed vehicle side selective. If required by the infrastructure, enable may be
performed on both sides of the train. This requirement may not be applicable, if the enable signal cannot be
transferred through the train because of interfacing problems with existing vehicles.
5.1.3 Interlocking of enable
It shall be specified by the contract if some doors on one side shall not be enabled due to operational reasons
(e.g. short platform).
5.1.4 Single point failure
The control system shall be designed in such a manner that at least two independent faults have to occur at
the same time before the respective door opens un-commanded if the door is not enabled.
If the enable signal cannot be transferred through the train because of interfacing problems with existing
vehicles, the requirement only applies when the speed exceeds 5 km/h.
5.1.5 Mechanical locking
5.1.5.1 Power-operated door systems
A mechanical locking device shall be provided to lock the door in the closed position.
Once locked the device shall remain locked until the door is enabled and an opening command is received or
the emergency device is operated.
Once locked the locking device shall remain locked if the power supply of the door system or of the vehicle
fails.
5.1.5.2 Manual doors
Manually operated doors shall be provided with a double locking system.
The double locking system shall consist of two separate components or of a single system operating in two
stages (preliminary and main locking).
5.1.6 Door isolation in service
It shall be possible to lock a door out of use from inside the vehicle unless the contract specifies that this is not
required (e.g. on automatically operated trains).
The isolation device shall be designed in such a way that it can be operated manually by authorised personnel
only.
The device shall
isolate the door from any open command,
lock the door mechanically in the closed position,
indicate the status of the isolation device and
bypass the door interlock switch (e.g. closed and locked switch) locally.
It shall be stated in the contract whether the isolating lock is also operable from the outside of the vehicle.
On trains complying with TSI high-speed interoperability each door shall be fitted with a device also operable
from outside.
The location of the door isolation device shall be accessible from inside and outside the vehicle as indicated in
Figure 7.
The accessible height from outside shall not exceed 1 700 mm above rail level.
NOTE For international trains the RIC-KEY is used (see Annex H).
Dimensions in millimetres
Key
1 inside
2 top of floor level
3 outside
4 top of rail level
Figure 7 — Door isolation device location
5.1.7 Isolation for maintenance purposes
It shall be possible to isolate the power supply to the door system at each door for maintenance purposes.
5.2 Closing conditions
5.2.1 Safety during closing
5.2.1.1 General
The aim of the door safety provisions is to prevent persons (including persons of reduced mobility) and
obstacles, e.g. bags or luggage, to become trapped in a door as far as reasonably practicable.
In order to minimise the risk and the extent of an injury, the following conditions apply.
5.2.1.2 Safety provisions
Following clauses define the requirements to reduce the possibility of passengers and objects being trapped
by the door by
a) warning the passenger prior to door motion,
1700 400
b) minimizing the force of the impact on a person or obstacle trapped by the door edges (e.g. limiting the
power of the door propulsion, sensitive edges) and
c) minimizing the risk of injury of passengers by the closing door through use of adequate design of the
leading edges of the door (e.g. soft edges, obstacle removal forces).
5.2.1.3 Closing warning
Automatic closing shall initiate an alarm at each closing door to warn passengers that the door is about to
close. Local closing should initiate an alarm at the allocated door prior to door closure.
This may be omitted for doors that are directly under the supervision of the train crew or in the case of
automatic closing, when a device proves that passengers have cleared the doorway.
5.2.1.3.1 Audible alarm
5.2.1.3.1.1 General
A warning that is audible from inside and outside the vehicle shall be provided to warn passengers prior to
door closure.
5.2.1.3.1.2 Door closing alarm sequence
The audible alarm shall sound for at least 1 s before the door starts to close and continue for at least 2 s in
total. The sound shall be clearly audible from platform level outside the vehicle and inside within a specified
distance from the doorway. The sound level shall be specified by the contract, the contract shall also specify if
the sound level should be adapted to suit the operating environment and application (e.g. sleeping car, metro).
It shall be specified by the contract if the alarm is to be repeated when a door reopens after detecting an
obstacle.
NOTE Recommended frequency for the alarm is 1 900 Hz.
5.2.1.3.1.3 Enable door alarm
An audible alarm should sound to indicate that the door is enabled for passenger use. The sound of this alarm
shall be different to the audible closing alarm.
5.2.1.3.2 Visual alarm
A warning that is visible from inside and outside the vehicle should be provided to warn passengers prior to
door closure.
5.2.1.3.2.1 Door closing alarm sequence
A visual alarm should be illuminated for at least 1 s before the door starts closing and continue for at least 2 s
in total.
5.2.1.3.2.2 Enable door alarm
A visual alarm should be illuminated to indicate that the door is enabled for passenger use.
5.2.1.4 Doors obstacle detection
5.2.1.4.1 Sensitivity of obstacle detection
When a rod with a maximum rectangular cross-section of 30 mm × 60 mm (see Figure 8) is trapped with its
long edge vertically between the door leading edge and the frame or between two door panels, the door shall
not be indicated as closed and locked.
Dimensions in millimetres
Key
1 material: aluminium
Figure 8 — Test object dimensions
The requirement shall be verified at three positions, the bottom, the middle and the top of the door. If soft
horizontal bottom rubbers are provided, this requirement applies from the bottom edge of the door panel
upwards above the rubber (see Figure 9).
1 2
4 8
Key
1 gear cover
2 test object
3 throughway height
4 top of floor
5 top
6 mid
7 above soft horizontal seal
8 top of floor
Figure 9 — Test points
5.2.1.4.2 Door impact forces
The maximum forces exerted on an obstacle during final closing stroke shall not exceed the following values:
peak force F ≤ 300 N;
p
effective force during first closing attempt: F ≤ 150 N;
e
mean effective force including further closing attempts: F 200 N.
≤
E
The values specified shall be measured using a device and method as described in Annex D.
Measurement on each door may not be required if the system provides constant performance.
5.2.1.4.3 Obstacle removal force
An obstacle with maximum dimensions of 10 mm × 50 mm (see Figure 10) trapped with its long edge
vertically between the leading door edge and the frame or between two door panels, shall be withdrawn slowly
in outward direction with a force not higher than 150 N, measured perpendicularly to the door surface.
Alternatively, the door shall not be indicated closed and locked. The requirements shall be verified at the
middle position only of the door (see Figure 9).
Dimensions in millimetres
Key
1 material: aluminium
Figure 10 — Test object dimensions
5.2.1.5 Leading edges
Leading edges shall be designed to prevent persons and obstacles from being trapped in the door as far as
practicable. The design of the leading edge should minimise the risk and extent of injuries caused by the door
equipment.
5.2.2 Door system closed proving
5.2.2.1 Door interlock system
A signal shall be provided to the train door closed proving system that all passenger doors are closed and
locked prior to departure (except for doors under direct crew control).
On independent vehicles, intended for use with existing vehicles where the transmission of this signal is not
available, the passenger doors shall automatically close when the speed of the train exceeds 5 km/h.
Any local bypass switches shall only be operated when the isolation device according to 5.1.6 is mechanically
engaged with the door in the closed position.
5.2.2.2 Step interlock system
A signal shall be provided to the train system proving that all steps are retracted prior to departure if the
extended step infringes the gauge.
Where moving steps require synchronisation of door and step, the movement shall be such that it is not
possible to enter or exit the vehicle (door not more than 400 mm open) via that door unless the step is in the
deployed position. The steps shall not move when the door is fully open.
5.3 Opening conditions
5.3.1 Safety during opening
The door shall be designed to prevent persons and obstacles (e.g. luggage) from being trapped during
opening of the door as far as practicable and to minimise the risk and the extent of the injuries caused by the
door equipment.
Details to be agreed in the contract.
5.4 Step obstacle detection
The following requirements shall apply:
the maximum force exerted by an external sliding step in opening direction shall not exceed the peak
force of 3
...
SIST EN 14752:2006 표준은 급행열차와 지하철, 노선과 고속기차 등 모든 새로 설계된 철도 차량의 승객용 측면 출입문에 대한 요구사항을 다루고 있습니다. 이 표준은 기존 차량에서 문 장비를 개조하는 경우에도 적용되며, 이를 통해 운송 산업 전반에서 승객 안전과 편의성을 한층 높이기 위한 조치를 제정하고 있습니다. 이 표준의 강점 중 하나는 다양한 유형의 문에 대한 규정을 포함하고 있다는 점입니다. 수동 및 전동 작동 문에 대한 요구사항을 명확히 구분하여 제공함으로써, 각기 다른 기술적 접근 방식에 맞는 세부사항을 제공하고 있습니다. 이는 승객이 이용하는 출입문에 대한 안전성과 신뢰성을 보장하는 데 중요한 요소입니다. 또한, 수동문에 대해서는 전동 작동에 관한 조항이 적용되지 않도록 명확히 하고 있어, 각각의 문 유형에 대한 적용 가능성을 분명히 하였습니다. 또한, 이 표준은 장비 접근, 점검 또는 유지보수, 그리고 승무원만 사용할 수 있는 출입문에 대해서는 적용되지 않도록 규정하고 있습니다. 이로 인해 표준 적용의 범위가 더욱 명확해졌으며, 승객용 출입문 관련 안전성과 성능 향상에 중점을 두고 있음을 보여줍니다. 결과적으로 SIST EN 14752:2006 표준은 승객 안전과 최신 기술적 요건을 충족시키기 위한 필수적인 지침을 제공하고 있습니다. 특히 승객의 안전과 편리함을 중시하는 철도 운송 분야에서 이 표준의 적용은 매우 중요합니다. 전반적으로 EN 14752:2005는 철도 애플리케이션에서 측면 출입 시스템의 설계와 구현에 있어 필수적인 기준으로 자리잡고 있습니다.
The EN 14752:2005 standard offers a comprehensive framework tailored for the requirements of passenger bodyside entrance systems in all newly designed railway vehicles. Its scope, applying to tram, metro, suburban, mainline, and high-speed trains, is commendably wide, ensuring that safety and functionality are paramount in the design and refurbishment processes of railway passenger doors. This inclusivity not only enhances operational efficiency but also reinforces safety measures in train operations catering to diverse passenger needs. One of the notable strengths of EN 14752:2005 is its focus on both manual and power-operated doors. By distinctly outlining the requirements for manual doors while excluding irrelevant power operation clauses, the standard maintains clarity and precision which is crucial for designers and manufacturers. This targeted approach facilitates adherence to the guidelines while accommodating various door functionalities, thus minimizing potential safety risks associated with door operations. Furthermore, the standard's applicability to existing vehicles undergoing refurbishment is significant. It emphasizes the importance of upgrading door equipment to meet current safety and operational standards, thereby enhancing the performance of older vehicles in a modern context. This aspect reflects a responsible approach towards maintenance and reinforces the standard's relevance in ongoing railway operations, highlighting the sector's commitment to passenger safety. However, it is vital to note that EN 14752:2005 is not applicable to doors designated for equipment access, inspection, maintenance, or crew-only usage, which helps to streamline focus on passenger convenience and safety. This exclusion reinforces the standard's relevance specifically within the context of passenger door systems, ensuring efforts are concentrated where they matter most. Overall, EN 14752:2005 stands as a crucial benchmark in railway applications, underscoring the importance of passenger safety and accessibility within bodyside entrance systems. Its thorough scope and clearly defined parameters make it an essential reference for all stakeholders involved in the design and maintenance of railway vehicles, ensuring a safer and more efficient travel experience for passengers.
Die Norm EN 14752:2005, die sich mit dem Thema "Eisenbahnanwendungen - Eingangssysteme an der Seitenwand" befasst, legt umfassende Anforderungen für die Passagiertüren an neu gestalteten Schienenfahrzeugen fest. Der Anwendungsbereich dieser Norm erstreckt sich über verschiedene Fahrzeugkategorien, einschließlich Straßenbahnen, U-Bahnen, Vorortzügen, Hauptstrecken und Hochgeschwindigkeitszügen, die Passagiere befördern. Besonders hervorzuheben ist der Fokus auf die Sicherheits- und Leistungsanforderungen, die für neu konzipierte Fahrzeuge sowie für bestehende Fahrzeuge gelten, die eine Umrüstung der Türausstattung erfahren. Ein wesentlicher Stärke der EN 14752:2005 liegt in ihrer umfassenden Berücksichtigung sowohl manueller als auch elektrisch betriebener Türen. Dies gewährleistet eine breite Anwendbarkeit und Relevanz, da diverse Fahrzeugtypen und Betriebskonzepte abgedeckt werden. Die klare Differenzierung zwischen manuellen und automatisierten Türsystemen sorgt für eine zielgerichtete Anwendung der Norm, indem sie spezifische Richtlinien und Anforderungen für die jeweiligen Systeme bereitstellt. Ein weiterer bedeutender Aspekt der Norm ist ihre Relevanz für die Fahrzeugsicherheit und den Passagierkomfort. Durch die Festlegung von Anforderungen an die Türmechanismen wird nicht nur die Effizienz im Personenverkehr gefördert, sondern auch die Sicherheit der Reisenden optimiert. Die Norm trägt somit dazu bei, dass die Türen den aktuellen Sicherheitsstandards entsprechen und im Notfall zuverlässig funktionieren. Die EN 14752:2005 ist somit ein wichtiger Referenzrahmen für alle Akteure in der Eisenbahnindustrie, da sie nicht nur die sicherheitsrelevanten Aspekte der Fahrzeugsysteme adressiert, sondern auch eine Grundlage für Innovationen und Entwicklungen im Bereich der Schienenverkehrstechnik bietet. Die Anwendbarkeit auf bestehende Fahrzeuge, die eine Modernisierung ihrer Türen erleben, zeigt die Flexibilität und Zukunftsfähigkeit dieser Norm. Die Norm schließt jedoch spezifische Anwendungen wie Türen für den Zugang zu Ausrüstungen, Inspektionen oder Wartungszwecken aus und konzentriert sich vollständig auf Passagiertüren, was ihre Zielgenauigkeit unterstreicht. Die EN 14752:2005 stellt somit einen unverzichtbaren Standard dar, der sowohl den Anforderungen der Gegenwart als auch den zukünftigen Herausforderungen im Bereich der Schienenfahrzeuge gerecht wird.
EN 14752:2005は、鉄道アプリケーションにおける車両の側面乗降システムに関する重要な標準であり、特に新設計の旅客車両、トラム、メトロ、郊外路線、主幹路線、高速鉄道などに適用されます。この標準の範囲は、旅客用のボディサイドドアに関する要求事項を包含しており、特に新しい鉄道車両において要求される安全性と機能性を確保するための基準を提供しています。 この標準の強みは、手動および電動操作のドアについて明確な基準を設けている点です。手動ドアに関しては、電動操作に関する条項が適用されないため、設計者は特定の用途に応じた適切なガイドラインを選択することができます。また、標準は既存の車両におけるドア機器の改修に対しても適用可能であり、実用的な範囲を持っています。これは、既存の車両の安全性を向上させるための重要な要素です。 さらに、この標準は、乗客の安全と利便性を最優先に考慮し、アクセスの容易さやドアの操作性についても具体的な基準を提供しています。これにより、鉄道事業者は利用者に対して安全で快適な乗車体験を提供することができます。 一方で、この標準は設備アクセスやメンテナンス目的、また乗員専用のドアには適用されないため、特定の用途には注意が必要です。この点を理解していることは、鉄道業界において重要な知識となります。 総じて、EN 14752:2005は、鉄道業界におけるボディサイドドアの設計・改修において、非常に重要で関連性の高い標準であり、安全で効率的な旅客輸送を実現するための基盤となっています。
La norme EN 14752:2005 se concentre sur les systèmes d'entrée latérale des voitures de chemin de fer, en définissant les exigences pour les portes latérales des véhicules ferroviaires passagers nouvellement conçus, y compris les tramways, métros, trains de banlieue, trains de ligne principale et trains à grande vitesse. La portée de cette norme est essentielle pour garantir la sécurité et l'efficacité des systèmes d'entrée dans les véhicules, en prenant en compte les spécificités des différentes catégories de trains tout en s'appliquant également aux véhicules existants soumis à des rénovations des équipements de portes, dans la mesure du raisonnable. Parmi les points forts de la norme, on peut souligner sa distinction claire entre les portes manuelles et celles à commande électrique. En fixant des exigences spécifiques qui ne se chevauchent pas, la norme assure une approche ciblée en matière de sécurité et de fonctionnalité. Cela permet aux fabricants et aux responsables de la maintenance de mieux répondre aux besoins adaptés aux différents types d'opérations des portes. La pertinence de la norme EN 14752:2005 se trouve dans son alignement avec les évolutions technologiques actuelles et les exigences de sécurité croissantes dans le secteur ferroviaire. En intégrant des directives pour la conception et l'entretien des portes, la norme favorise non seulement la sécurité des passagers, mais également l'efficacité opérationnelle des services ferroviaires. En outre, le fait qu'elle ne s'applique pas aux portes destinées à un accès pour équipements, inspections ou maintenance, ainsi qu'aux services réservés au personnel, permet de concentrer son application sur les portes réellement utilisées par les passagers, garantissant ainsi une norme ciblée et efficace. En résumé, la norme EN 14752:2005 représente un cadre précieux pour l'établissement de systèmes d'entrée sûrs et fonctionnels dans le domaine des transports ferroviaires, soulignant sa nécessaire application dans le développement et la modernisation des véhicules ferroviaires passagers.
Questions, Comments and Discussion
Ask us and Technical Secretary will try to provide an answer. You can facilitate discussion about the standard in here.
Loading comments...