CEN/TC 256 - Railway applications

This document is applicable to the heavy rail system.
This document defines the requirements for the provision, visibility, readability, maintenance and testing of a specific set of ERTMS trackside boards associated with the following DMI and ETCS track conditions:
—   ETCS stop marker
—   ETCS location marker
—   level transition, corresponding to transitions between ETCS levels
—   lower pantograph
—   pantograph lowered
—   raise pantograph
—   neutral section announcement
—   neutral section
—   end of neutral section
—   GSM-R network border marker
—   no traction system fitted announcement
—   no traction system fitted indication
—   traction system AC 25 kV 50 Hz announcement
—   traction system AC 25 kV 50 Hz indication
—   traction system AC 15 kV 16,7 Hz announcement
—   traction system AC 15 kV 16,7 Hz indication
—   traction system DC 3 kV announcement
—   traction system DC 3 kV indication
—   traction system DC 1,5 kV announcement
—   traction system DC 1,5 kV indication
—   traction system DC 600/750 V announcement
—   traction system DC 600/750 V indication
—   activate the audible warning device (horn) indication
—   safe stopping area announcement
—   safe stopping area indication for start
—   safe stopping area indication for end
—   inhibition of brake announcement/indication for start/indication for revocation
—   level crossing marker
NOTE 1 the brake MBs apply for any of the three brake types (eddy current, magnetic shoe, regenerative), whereas the exact type concerned would be known by the driver via existing Route knowledge.
The following ETCS track conditions are outside the scope of this Standard:
—   Safe stopping area semi-continuous indication for in-between
—   Non-stopping area announcement
—   Non-stopping area announcement
—   Non stopping area indication for start
—   Non stopping area indication for end
—   Non stopping area semi-continuous indication for in-between
—   Close air conditioning intake announcement
—   Close air conditioning intake indication
—   Open air conditioning intake announcement
—   Open air conditioning intake indication
This document includes the arrangement of the boards and their interface with existing systems (track, cab design including cab sight lines, visibility by the driver and train head lamps).
Mobile, backlit and temporary signs are not within the scope of this document.
The application of ERTMS trackside boards is not within the scope of this document.
Sighting requirements are not within the scope of this document. The sighting process needs to be implemented in accordance with national rules.

This document establishes the performance requirements and acceptance criteria for coating material used for passenger rolling stock, locomotives and components.
This document also provides guidance on the coating application processes, product selection, surface preparation, coating application, verification and inspection methods, repairs, refurbishment (refresh, etc.), and tests to measure the minimum performance for the final product.
This document applies to all types of coating materials (liquid, powder, etc.) used on
—     railway vehicle bodies, and
—     on-board equipment and constituent parts.

This document describes a procedure for fatigue strength assessment based on cumulative damage of rail vehicle structures that are manufactured, operated and maintained in accordance with standards valid for rail system applications.
This document is applicable for variable amplitude load data with total number of cycles higher than 10 000 cycles.
An endurance limit approach is outside the scope of this document.
The assessment procedure is restricted to ferrous materials and aluminium.
This document does not define design load cases.
This document is not applicable for corrosive conditions or elevated temperature operation in the creep range.
This document is applicable to all kinds of rail vehicles; however, it does not define in which cases a fatigue strength assessment using cumulative damage is to be applied.

This document specifies the methodology to define the train related braking model and required emergency and service brake on-board parameters to enable speed and distance monitoring for trains equipped and operated on railway lines using ETCS Baseline 3.
This document is only applicable for ETCS Gamma braking model trains (i.e. the train is said to be a “gamma” train). This document does not specify the way these parameters are transferred to and can be used by the ETCS on-board system (e.g. during start of mission - SoM).
The ETCS “conversion models” are not covered by this document and are described in EN 16834:2019, Annex F. The ETCS “conversion models” are intended for use with trains where the braking performance is expressed using braked weight percentages (“lambda” train).
Any trackside related input parameters, including national values, are not covered in this document. Information can be found in the SUBSET-026 (see [11]).

This document establishes thermal comfort parameters for areas accessible to passengers and staff on railway vehicles.
This document also specifies conditions, performance values and the comfort parameter validation methods.
This document is applicable to urban (metro, tramway), suburban and/or regional vehicles equipped with cooling and/or heating/ventilation systems. This document does not apply to main line vehicles and driver’s cabs which are considered in separate Standards.

This European Standard defines a set of reference masses for specifying the requirements for the design, testing, acceptance, marking, delivery and operation of rail vehicles.
The reference masses defined in this document are as follows:
-   dead mass;
-   design mass in working order;
-   design mass under normal payload;
-   design mass under exceptional payload;
-   operational mass in working order;
-   operational mass under normal payload.
These reference masses are defined with respect to the whole vehicle, but they can also apply to a specific system or component.
The specification of values for tolerances applicable to reference masses is not in the scope of this standard. Tolerances can be required by an application standard.
Additional loadings due to environmental factors, for example snow and retained or absorbed rainwater, are not in the scope of this European Standard.

This document specifies the functional, performance, and quality requirements for the interior glazing of rail vehicles including type testing, routine testing, and inspection methods for high speed rail, heavy rail, urban rail vehicles including metro and tram applications.
This document is also applicable for tram vehicles.
Determination of the size, shape, orientation and position of interior glazing is outside the scope of this document.
This document does not specify requirements for the interfaces between the interior glazing and the vehicle. Accordingly, this document does not address issues relating to installation and structural integrity.
This document does not apply to interior glazing with a surface less than 0,02 m2 and also emergency device casings (e.g. cover sheets for emergency hammers, passenger alarm systems, etc).
This document does not apply to materials other than glazing materials.
For safety reasons, where the use of a specific type of glazing is specified that is not covered by this document (e.g. bullet proof glazing, fire proof glazing, etc.), this document does not apply.

This document specifies the requirements for designing, strength assessment, assembly and servicing of mechanical and electrical bolted joints made from metallic components and bolts.
This document is not intended for rivets, lock bolts, self-tapping screws, wood screws, thread-rolling screws, thread-forming and chipboards.
This document is applicable to all rail vehicles.

This document specifies requirements for fire detection, alarm systems, equipment shutdown, information and communication systems, emergency brake systems and fire fighting systems to cover the objectives specified in EN 45545-1:2013.
The measures and requirements specified in this document aim to protect passengers and staff in railway vehicles in the event of a fire on board by alerting staff and passengers to a fire, delaying the fire development and controlling the movement of smoke.
It is not within the scope of this document to describe measures that ensure the preservation of the railway vehicles in the event of a fire.
This document is applicable to railway vehicles specified in EN 45545-1:2013.

This document is applicable to manually operated end cocks designed to cut-off the brake pipe and the main reservoir pipe of the air brake and compressed air system of rail vehicles; without taking the type of vehicles and track-gauge into consideration.
This document specifies requirements for the design, dimensions, testing and certification (qualification and/or type test), and marking.

This document specifies the characteristics of axles for all heavy rail track gauges.
This document applies to heavy rail vehicles and applies, in principle, to other vehicles such as urban rail vehicles.
It specifies characteristics of forged or rolled solid and hollow axles, made from vacuum-degassed steel grade EA1N, EA1T and EA4T. For hollow axles, this document applies only to those that are manufactured by machining of a hole in a forged or rolled solid axle.
The requirements specified in this document are applicable for cylindrical seats. Most of the requirements are also applicable for axles with conical seats. Specific requirements for conical seats (e.g. geometrical dimensions of the seats...) are defined in the technical specification.
Some characteristics are given as a function of a category 1 or of a category 2.
This document is applicable to axles that are designed in accordance with the requirements of EN 13103-1:2017+A1:2022.
This document also permits variations of the material characteristics linked to alternative manufacturing processes (e.g. cold rolling, shot blasting, thermal spraying, steel cleanliness, reduction ratio, improved material properties from melting and heat treatment process, etc.).

The purpose of this document is to provide methods for quantifying the ride comfort of a passenger in a rail vehicle in response to the track sections it is operated over.
The methods aim to quantify the effects of vehicle body motions on ride comfort and to make the assessment of passenger comfort predictable, repeatable, objective and meaningful.
The methods and comfort scales are validated for people of good health.
This document applies to passengers in rail vehicles operating on heavy rail networks.
This document applies to measurements of motions. It also applies to simulated motions. Guidance is provided on:
-   which method described within the document should be used for different scenarios;
-   typical values for different comfort levels;
-   the application of simulation.
This document excludes health and safety issues, non-passenger carrying vehicles, vehicle homologation and safety, limit values, motion sickness, discomfort caused by accelerating and braking, design guidelines and measurement technology.

This document specifies the technical and safety requirements applicable to gangway systems used in heavy rail and urban rail vehicles that are designed to allow passengers or staff to move between adjacent vehicles.
It also specifies:
- the requirements for the safety for passengers and/or staff in the gangway while the train is running,
- the assessment methods as well as pass/fail criteria for gangways installed on vehicles.
NOTE Some requirements in this document may not be applicable for gangways designed for use by staff only.
This document is not intended to specify requirements for articulation systems which can be an integral part of gangway systems.
This document is not applicable for rubber tube gangways and interconnecting gangways for coaches travelling at speeds of up to 200 km/h on high-speed lines with tunnel sections. Information about these types of gangway systems are given in Annex A and Annex B.

This document addresses the measurement of source terms for environmental noise calculation for rail traffic (including light rail, such as trams, metros, etc.). It is applicable to the measurement of in-service trains on operational tracks.
It is not applicable to type acceptance testing of rolling-stock or tracks, or to derive source terms for time domain models.
The following rail traffic noise source types are in the scope:
-   rolling noise;
-   traction and equipment noise;
-   aerodynamic noise;
-   impact noise (e.g. rail joints, switch and crossings, wheel flats);
-   braking noise;
-   bridge noise;
-   squeal noise.
Noise from rail vehicles at standstill, such as stationary engine idling and auxiliary equipment at yards and stations, is covered by EN ISO 3095:2013 for measurement procedures and operating conditions, and by EN ISO 3740:2019 and EN ISO 3744 for the determination of sound power. It is therefore not in the scope of this document.
The calculation of the propagation of sound is part of generally standardized propagation models which are not addressed in this document.
Noise from fixed installations (e.g. stations, depots, electricity sub-stations) is not in the scope of this document.
Source terms are specific to a vehicle and track type. The scope includes measurement procedures and conditions and sampling requirements.

This document specifies crashworthiness requirements applicable to new designs of:
- locomotives;
- driving vehicles operating in passenger and freight trains;
- passenger rail vehicles operating in passenger trains (such as trams, metros, mainline trains).
This document identifies common methods of providing passive safety that can be adapted to suit individual vehicle requirements.
This document specifies the characteristics of reference obstacle models for use with the design collision scenarios.
This document also specifies the requirements and methods for demonstrating that the passive safety objectives have been achieved by comparison with existing proven designs, numerical simulation, component or full-size tests, or a combination of all these methods.

This document defines the assessment of endurable longitudinal compressive force (LCF) of a vehicle. The endurable longitudinal compressive force is a parameter depending on the vehicle design. It is used to estimate the risk of derailment of a vehicle as a result of being subjected to longitudinal compressive force, under operating conditions.
NOTE 1   As operating conditions can vary in several aspects (infrastructure, train configurations etc.), this document defines uniform assessments of endurable longitudinal compressive force per vehicle in specific operating conditions. The main assessment of endurable longitudinal compressive force for conventional trains is derived from UIC 530-2:2011, which is based on practical tests performed in ERRI-B12. Assessments of endurable longitudinal compressive force for high-capacity trains in this document are required by the methodology of IRS 40421. IRS 40421 assesses operational train parameters.
This document applies to the following types of vehicles:
-   single wagons;
-   permanently coupled units with standard ends between the vehicles;
-   permanently coupled units with diagonal buffers and screw couplers between the vehicles;
-   permanently coupled units with a bar coupler between the vehicles;
-   articulated units with 2-axle bogies;
-   wagons with 3-axle bogies;
-   low-floor wagons with eight or more axles (e.g. rolling road wagon);
-   vehicles with centre couplers;
-   railbound construction and maintenance machines as defined in EN 14033-1:2017.
NOTE 2   This document defines the acceptance process to be followed by vehicles that are operated in a way that high longitudinal compressive force occur in the trains due to their operational environment (e.g. train composition, brake mode, track layout).
The following vehicles are not in the scope of this document:
-   locomotives and passenger rolling stocks;
-   vehicles that are only operated in passenger trains.
NOTE 3   Locomotives, passenger rolling stocks and vehicles operated in passenger trains only are not in the scope of this document as they either are subject to low longitudinal compressive force in operation or have sufficient endurable longitudinal compressive force due to their axle load.
Acceptance criteria and test conditions as well as conditions for simulation are defined in this document. Conditions for dispensation of the assessment of the endurable longitudinal compressive force are also defined in this document.
This document applies principally to vehicles which operate without restrictions on tracks with a gauge of 1 435 mm in Europe.
NOTE 4   The influence on railway systems using other gauges is not sufficiently understood to extend the scope of this document to gauges other than 1 435 mm.
NOTE 5   For wagons with centre couplers, a need for assessment of derailment risk due to Longitudinal Forces on other gauges (1 524 mm, 1 600 mm, 1 668 mm) has been expressed. The influence on railway systems using other gauges is not sufficiently understood. This document only introduces some notions to assess it independently from the gauge.

To ensure safety and interoperability, this document gives:
-   the limits for in-service and off-vehicle wheelsets;
-   the operations to be carried out for which the specific values (and/or criteria) remain to be defined in the maintenance plan.
This document applies to wheelsets and axleboxes complying with the following European standards:
-   EN 13103-1:2017+A1:2022;
-   EN 13260:2020, EN 13261:2020, EN 13262:2020;
-   EN 13979-1:2023;
-   EN 13715:2020;
-   EN 13749:2021+A1:2023;
that comprise:
-   the axle fitted with wheels of diameters greater than or equal to 330 mm;
-   axleboxes with bearings and grease.
This document is also applicable to wheelsets:
-   fitted with brake discs, final drive, transmission or noise-damping systems, as appropriate;
-   not complying with the above European standards, but complying with the international requirements in force, for example in UIC leaflets, before the approval of these standards;
-   with tyred wheels;
-   with resilient wheels.
For equipment not covered by Directive (EU) 2016/797, this European Standard can be applied, noting that different values can be used.
All dimensions in this document are in millimetres (mm).
It is necessary to describe in a specific document the tasks to be performed in order to maintain wheelsets within the limits defined therein.
NOTE   The specific values and criteria are defined in an appropriate maintenance plan.

This document is applicable to vehicles operating on tram networks.
This document gives design requirements and guidance in order to ensure visibility and operability of displays, controls and indicators in the cab in all operating conditions (day, night, natural or artificial lighting).
It covers four aspects:
-   the characteristics of the displays, controls and indicators in order to ensure proper visibility: i.e. range of luminance and contrast as well as the possibility of adjustment of perceived brightness;
-   the requirements for the location of the displays, keyboards, controls and indicators in the cab and on the driver’s desk: i.e. position, angle of visibility, etc. with consideration of the normal driving position and the working environment (windscreen, natural or artificial lighting in the cab, unwanted glare and reflections, etc.);
-   the characteristics and requirements for the location of microphones and loudspeakers;
-   design of symbols.
NOTE   All element numbers within the text refer to Table B.1.
This document does not apply to refurbishment of existing vehicles. This document is not intended to be applicable to driver's auxiliary desk, except for 5.3.13, Clause 6, 7.1.2, Clause 9 and Table B.1.

This document is applicable to empty-loaded changeover devices. The purpose of such devices is the generation of a load-related signal which causes the brake performance to be adjusted to the current vehicle mass.
The manually operated empty-loaded changeover devices change their output signal according to the position of the handles which together with the associated changeover plates serve as interfaces. The changeover plates read the required information for the operation of the empty-loaded changeover devices, i.e. brake weights for each position and the relevant changeover mass of the vehicle.
Automatic empty-loaded changeover devices sense a certain load threshold of the vehicle to automatically adjust the output signal when the mass of a vehicle reaches a defined value. This threshold is the changeover mass. Below this mass the vehicle’s brake system provides a reduced brake force. For the changeover mass or more the high brake force applies.
This document specifies the requirements for the design, testing and quality assurance of empty-loaded changeover devices.

This document specifies requirements for the approval of a welding process by mobile plant, together with the requirements for subsequent welding production.
It applies to new Vignole railway rails R200, R220, R260, R260Mn, R320Cr, R350HT, R350LHT, R370CrHT and R400HT grade rails of 46 kg/m and above, as contained in EN 13674-1:2011+A1:2017, welded by a flash butt welding process by mobile plant and intended for use on railway infrastructure.
This document applies to the welding of rails into welded strings.

This document defines terms for brakes and braking in rolling stock.

This document gives design rules and requirements in order to ensure proper access, lighting, seating and exit of driver's cabs. The different dimensions are based on the anthropometric data defined in EN 16186-5. The corresponding assessment methods are also included in this document. It covers the following aspects:
—   dimension and interior layout;
—   door access, steps, floor characteristics;
—   seats dimension and clearance;
—   interior cab lighting;
—   emergency exit;
—   marking and labelling.
This document is applicable to vehicles operating on tram networks.

This document specifies the markings on heavy rail freight wagons, or parts of heavy rail freight wagons, relating to their technical, operational and maintenance characteristics. It specifies the characteristics of these markings, the requirements pertaining to their presentation, their shape and position on a rail vehicle and their meaning. Some markings are accompanied with (a) note(s), where appropriate.
Tank manufacturers’ design criteria, test and product specification plates have not been considered in this document as they are specified in EN 12561 1:2011.
Where fully specified in RID [14] dangerous goods markings have not been considered in this document (dimensions, colour, location and form). Where markings are not fully specified in RID they are included in this document.

This document is applicable to all types of heavy rail freight wagons.
This document specifies the minimum requirements for ergonomic and structural integrity of steps and handrails used together to give staff access. It does not cover ladders, top platforms and top gangways.
This document specifies in particular the required free spaces necessary for handrails below buffer, for shunter’s stand, for steps and handrails.
This document also specifies their dimensions, positions, limits for durability and functionality.
This document also specifies the general requirements for the access to tail lights.

This document specifies requirements for a quality management system when an organization:
a)    needs to demonstrate its ability to consistently provide products and services that meet customer and applicable statutory and regulatory requirements, and
b)    aims to enhance customer satisfaction through the effective application of the system, including processes for improvement of the system and the assurance of conformity to customer and applicable statutory and regulatory requirements.
All the requirements of this document are generic and are intended to be applicable to any organization, regardless of its type or size, or the products and services it provides.
NOTE 1    In this document, the terms “product” or “service” only apply to products and services intended for, or required by, a customer.
NOTE 2    Statutory and regulatory requirements can be expressed as legal requirements.
This document specifies the requirements for a railway quality management system (RQMS)
—    applicable throughout the whole supply chain of the railway sector related to industrial products and services,
—    providing continual improvement, emphasizing defect prevention and defect reduction in the supply chain, and
—    enhancing and sustaining product quality, including its safety aspects.

This document establishes requirements, test procedures, assessment methods and acceptance criteria for operating rolling stock in open track. For pressure variations and slipstream effects beside the track, requirements and assessment methods are provided. For running resistance, assessment methods are addressed in this document. Load cases on infrastructure components due to train-induced pressure variations and slipstream effects are addressed in this document. For ballasted track test set-ups for ballast projection assessment are proposed.
The requirements only apply to rolling stock of the heavy rail system with maximum train speeds above 160 km/h and not to other rail systems. The document is applicable to all rolling stock and infrastructure in open air with nominal track gauges of 1 435 mm to 1 668 mm inclusive.

This document supports the other standards in the EN 17149 series, in order to ensure consistency of terminology across the series. It describes the basic terms and definitions as well as general procedures for strength assessments of rail vehicle structures that are manufactured, operated and maintained in accordance with standards valid for rail system applications.
This document is applicable to all kinds of rail vehicles.
The assessment procedure is restricted to ferrous materials and aluminium.
This document does not define design load cases.
This document is not applicable for corrosive conditions or elevated temperature operation in the creep range.

This document specifies a procedure for static strength assessment of rail vehicle structures.
It is part of a series of standards that specifies procedures for strength assessments of structures of rail vehicles that are manufactured, operated and maintained according to standards valid for railway applications.
The assessment procedure of the series is restricted to ferrous materials and aluminium.
This document series does not define design load cases.
This document series is not applicable for corrosive conditions or elevated temperature operation in the creep range.
This series of standards is applicable to all kinds of rail vehicles. However, it does not define in which cases or for which kinds of rail vehicles a static strength assessment is to be undertaken.

This document defines requirements for the brake pad holders with which the heavy rail vehicles and urban rail vehicles are fitted.
This document is applicable to the brake pad holders made from ferrous materials e.g. cast iron, cast steel or forged steel.
This document is not applicable for brake pad holders made of non-ferrous materials.

This document specifies requirements for pads for disc brakes of railway rolling stock.
The document defines requirements and generic test programs for brake pads on dynamometer. This document does not cover mandatory tests to verify stopping distances in addition to laboratory, bench test and in-service tests. In order to qualify the brake pad performance in accordance with the classification the standard provides fixed parameter figures as categories defined in paragraph classification scheme.
This document is not applicable for urban rail applications.

This document specifies the terms and definitions used in the ISO 22074 series of standards related to rail fastening systems.
NOTE In this document, there are some entries where more than one term is listed in the header (e.g. sleeper, tie, cross tie in 3.2.3). In such cases, the first term is the preferred term, generally used in the ISO 22074 series of standards. The other terms are also in common use in the railway industry and are considered to be synonymous (admitted terms).

This document specifies a laboratory test procedure for determining the electrical resistance, in wet conditions, between the running rails provided by a fastening system fitted to a steel or concrete sleeper, bearer or element of ballastless track.
It is also applicable to embedded rail.
This test procedure applies to a complete fastening assembly. It is relevant to signalling currents, not to traction currents.
A reference procedure and an alternative procedure are included.

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

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

This document specifies a laboratory test procedure for finding the effect of exposure to severe environmental conditions on the fastening system.
This test procedure applies to a complete fastening assembly including embedded rail with mechanical fastenings. It is not applicable to embedded rail systems relying on adhesive components to secure the rail.

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

This document specifies a test procedure to confirm that the force necessary to pull the anchorage of a rail fastening assembly out of the sleeper or other supporting element is greater than a prescribed value (i.e. it is a "proof load" test).
This test is for components of the fastening system which are:
a)   cast into concrete during the manufacture of sleepers or other supporting elements;
b)   glued into the cast or drilled holes in concrete; or
c)   screwed or otherwise attached to wood, polymeric composite or steel sleepers or other supporting elements.
This test is not applicable to embedded rails.

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

This document specifies the fire resistance requirements and testing methods for fire barriers for railway vehicles.
The objective of the measures and requirements, specified in this document, is to protect passengers and staff in railway vehicles in the event of a developing fire on board.
Use of a Fire Containment and Control System, where permitted as an alternative to a fire barrier, is not in the scope of this document. It is not within the scope of this document to describe measures that ensure the preservation of the railway vehicles in the event of a fire.

This document specifies fire safety requirements for railway vehicle design to cover the objectives specified in EN 45545-1:2013.
The measures and requirements specified in this document aim to protect passengers and staff in railway vehicles in the event of a fire on board by minimizing the risk of a fire starting, delaying the fire development and controlling the spread of fire products through the railway vehicle, thus aiding evacuation.
It is not within the scope of this document to describe measures which ensure the preservation of the railway vehicles in the event of a fire.

This document specifies the functionality, position, constraints and control of a magnetic track brake system (MTB system) installed in bogies for use in emergency braking and in low adhesion conditions on Mainline Trains with speeds up to 280 km/h. It covers high suspension types of MTB only and not high/low and low suspension type of MTB.
This document also contains test methods and acceptance criteria for an MTB system. It identifies interfaces with electrical equipment, bogie, track and other brake systems.
On the basis of the existing international and national standards, additional requirements are defined for:
-   conditions of application for the MTB system;
-   retardation and brake forces;
-   functional and design features;
-   strength requirements;
-   type, series and vehicle implementation tests.
For design and calculation a "reference surface" is established.

This European Standard deals with mechanical rail joints for flat bottom rails 46 kg/m and over. The scope of this standard is: to
establish requirements for insulated and non-insulated rail joints, for stressed rail (continuous welded rail, CWR) and unstressed rail (jointed track); to define mechanical and electrical requirements for type approval and for acceptance of insulated rail joints which are manufactured in a factory (prefab construction) as well as assembled onsite (site construction). This standard specifies the minimum requirements. Special applications as for instance tram systems may require different demands in certain paragraphs and should be agreed between customer and supplier. The scope also excludes expansion joints (it is covered in EN 13232-8), and special joints in switch constructions.

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

This document specifies a design assessment procedure of a forged and rolled monobloc wheel (RST). This assessment is carried out before the wheel is commissioned. This document describes, in particular, the assessment to be performed in order to use wheels on a European network which, in addition, have quality requirements in conformity with those defined in EN 13262.
This assessment requires that the conditions of use for the wheel are defined and this standard provides a method for defining those conditions.
The assessment of the design covers four aspects:
- a geometrical aspect: to allow interchangeability of different solutions for the same application;
­- a thermomechanical aspect: to manage wheel deformations and to ensure that braking will not cause wheels to fracture;
- a mechanical aspect: to ensure that no fatigue cracks occur in the wheel web and that no permanent deformation occurs under exceptional loading;
- an acoustic aspect: to ensure that the solution chosen is as good as the reference wheel.
This document does not cover assessment of the hub or of the rim.
This document has been drawn up for wheels of non­powered tread­braked wheelsets and applies in full to this type of wheel. For wheels on which disc brakes are mounted or toothed transmission wheels or even wheels with noise reduction devices, the requirements may be amended or supplemented.
For urban railway vehicles, other standards or documents may be used.

This document specifies a measurement method and conditions to obtain reproducible and comparable sound reduction indices of all kinds of rail bound vehicles’ gangway systems as specified in EN 16286 1. The setup includes all components of the system mounted like this is done between two adjacent car bodies within the train, so that a person will be able to use the gangway system, consisting of e.g.:
—   the bridge system (footplate);
—   side panels;
—   flexible components (bellows);
—   mounting systems;
—   elements to couple parts in the case of separable gangway systems.
The method is applicable to type testing of gangways.
This method is not applicable to:
—   interior noise measurements in vehicles;
—   structure borne noise measurements.
The type testing procedures specified in this document are of engineering grade (grade 2) in the frequency range from 100 Hz up to 5 000 Hz.
NOTE   This is the preferred range for noise declaration purposes, as specified in EN ISO 12001. If test conditions are relaxed, the results are no longer of engineering grade (grade 2).

This document specifies the method to be followed to achieve a satisfactory design of bogie frames and includes design procedures, assessment methods, verification and manufacturing quality requirements. It is limited to the structural requirements of bogie frames including bolsters and axlebox housings. For the purpose of this document, these terms are taken to include all functional attachments, e.g. damper brackets.

This document describes a test method for measuring a quantity representative of the intrinsic characteristics of sound absorption from railway noise barriers and related devices acting on airborne sound propagation, the sound reflection index RI, and then calculate a single-number rating for sound absorption from it.
The test method is intended for the following applications:
-   determination of the intrinsic characteristics of sound absorption of noise barriers and related devices acting on airborne sound propagation to be installed along railways, to be measured either on typical installations alongside railways or on a relevant sample section;
-   determination of the intrinsic characteristics of sound absorption of noise barriers and related devices acting on airborne sound propagation in actual use under direct sound field conditions;
-   comparison of design specifications with actual performance data after the completion of the construction work;
-   verification of the long-term performance of noise barriers and related devices acting on airborne sound propagation (with a repeated application of the method).
The test method is not intended for the following applications:
-   determination of the intrinsic characteristics of sound absorption of noise barriers and related devices acting on airborne sound propagation to be installed in reverberant conditions, e.g. inside tunnels or deep trenches.
Results for the sound reflection index are expressed as a function of frequency, in one-third octave bands, where possible, between 100 Hz and 5 kHz. If it is not possible to get valid measurements results over the whole frequency range indicated, the results are given in a restricted frequency range and the reasons of the restriction(s) are clearly reported.

This European Standard specifies the laboratory method for measuring the sound absorption performance of railway noise barriers and related devices acting on airborne sound propagation in reverberant conditions. It covers the assessment of the intrinsic sound absorption performance of devices that can reasonably be assembled inside the testing facility described in EN ISO 354.
This method is not intended for the determination of the intrinsic characteristics of sound absorption of noise barriers and related devices acting on airborne sound propagation to be installed on railways in non-reverberant conditions.
The test method in EN ISO 354 referred to in this European Standard excludes devices that act as weakly damped resonators. Some devices will depart significantly from these requirements and in these cases, care is needed in interpreting the results.

revised Annexe ZA