CEN/TC 256 - Railway applications

This document specifies the procedures of visual testing and ultrasonic testing of rail welds in track for rail profiles meeting the requirements of EN 13674-1.
This document specifies the principles for testing procedures for manufactured welds. This document defines the procedure for repair welds and joint welds. This document does not define the number of welds to be tested.
This document is not concerned with the approval of the welding procedure.

This document applies to welding of metallic materials in the manufacture and maintenance of railway vehicles and their components.
This document specifies applicable design and classification rules.
This document does not define parameters for the dimensioning.
NOTE   Requirements on structures can be found in other standards like EN 12663.

This document is applicable to Resilient Elements for Floating Slab system (REFS) – Elements used in floating slab and defines the test procedures and their acceptance criteria.
The document covers not only those parameters related to the effectiveness of a track structure in mitigating vibrations, that is, to reduce the emission of vibrations and structure-borne noise, but also the parameters that are needed for the static analysis and for the verification of track safety.
Floating slab track systems in the form of track base plates and track troughs are individual solutions in which there is considerable variation in the engineering design and the types of resilient elements used. For this reason, a floating slab track system is always an individual engineering solution and therefore, it is not possible to define all specific conditions for the resilient elements in the present document.
The most typical types of resilient elements are:
—   Full surface bearings,
—   Strip bearings,
—   Discrete bearings (including the helical steel spring element),
—   Vertical bearings.
This document provides particular information in the following areas:
—   test methods, test arrangements and acceptance criteria,
—   data supplied by the purchaser and by the supplier,
—   definition of general process of design approval tests,
—   definition of routine tests.
This document defines the specific test procedures for REFS:
—   stiffness tests,
—   fatigue tests,
—   severe environmental condition test.
This document also sets out procedures for testing fitness for purpose and provides information on quality monitoring as part of quality assurance procedures. This document does not, however, contain requirements pertaining to the functions of Resilient Element for Floating Slab system. It is the responsibility of the purchaser to define these requirements and to choose the optional tests.
This document is not applicable for fastening system and for booted concrete block and sleeper completed with boots covered by EN 13481 5.

This series of standards applies to welding of metallic materials in the manufacture and maintenance of railway vehicles and their parts.
This part of the series defines the classification levels as well as the requirements for manufacturers of welded railway vehicles and components.
This part of the series specifies:
- inspections and testing to be executed on the welds;
- destructive as well as non-destructive tests to be performed;
- necessary documentation to issue to declare the conformity of the products.

This series of standards applies to welding of metallic materials in the manufacture and maintenance of railway vehicles and their parts.
This part of the series describes the production requirements (i.e. preparation and execution) of the welding work.

This European Standard specifies interface requirements on vehicles and on ground based refilling and storage equipment for any railway vehicle fitted with internal combustion engine (s) requiring a NOx reduction agent AUS 32 (32 % aqueous urea solution) as specified in ISO 22241-1.
It is also applicable to mobile or temporary refilling points for AUS 32.

This document is applicable to fastening systems, in Categories A - E as specified in EN 13481-1:2012, 3.1, for use on rectilinear steel sleepers in ballasted track with maximum axle loads and minimum curve radii in accordance with Table 1.
[Table 1 - Fastening category criteria]
NOTE   The maximum axle load for Categories A and B does not apply to maintenance vehicles.
The requirements apply to:
-    fastening systems which act on the foot and/or web of the rail including direct fastening systems and indirect fastening systems;
-    fastening systems for rail sections included in EN 13674-1 (excluding 49E4) or EN 13674-4.
This document is not applicable to fastening systems for other rail sections, rigid fastening systems, special fastening systems used at bolted joints or glued joints or special low clamping force fastenings used to mitigate track-bridge interaction effects.
This document is for type approval of complete fastening systems.

This document specifies the minimum ergonomic and structural integrity requirements for steps and handrails used by staff to access the following heavy rail vehicles:
—   passenger vehicles;
—   vans;
—   locomotives;
—   power units of rolling stock;
—   passenger-rated car carriers.
This document defines the required spaces necessary for shunter handrails and shunter’s stand and gives references for the required spaces necessary for handling of screw couplings with side buffers. For staff access, it defines footsteps, handrails and their dimensions and free spaces. To fulfil the requirements for loads which are applied by the staff, it defines dimensions and requirements for materials or design loads.
This document also defines the general requirements of steps and handrail for access to external equipment, for example windscreens, wipers or external lights.

This document gives guidelines for the cross wind assessment of railways.
This document is applicable to all passenger vehicles, locomotives and power cars (with a maximum train speed above 140 km/h up to 360 km/h) and freight wagons (with a maximum train speed above 80 km/h up to 160 km/h) and track gauges from 1 435 mm to 1 668 mm inclusive. For passenger vehicles, locomotives and power cars with a maximum train speed between 250 km/h and 360 km/h, a requirement to demonstrate the cross wind stability is imposed. This document is not applicable to light rail and urban rail vehicles.

This document is applicable to fastening systems in Categories A - E as specified in EN 13481-1:2012, 3.1 for use in switches and crossings (S&C). It also provides guidance on evaluating fastening systems for check rails, expansion devices and insulated rail joints whether in switches and crossings or in plain line. The document applies to five categories of fastenings used in tracks with respective maximum axle loads and minimum curve radii as shown in Table 1.
[Table 1 - Fastening category criteria]
NOTE 1   The maximum axle load for Categories A and B does not apply to maintenance vehicles.
NOTE 2   The minimum curve radius is not applicable to applications in switches and crossings.
The requirements apply to fastening systems for rail sections included in the EN 13674 series of standards (excluding 49E4).
This document is not applicable to fastening systems for other rail sections or rigid fastening systems used on running rails.
This document is for type approval of complete fastening systems.

This document is applicable to fastening systems in Categories A - E as specified in EN 13481-1:2012, 3.1 for use on concrete sleepers in ballasted track with maximum axle loads and minimum curve radii as shown in Table 1.
[Table 1 - Fastening category criteria]
NOTE   The maximum axle load for Categories A and B does not apply to maintenance vehicles.
The requirements apply to:
-   fastening systems which act on the foot and/or web of the rail including direct fastening systems and indirect fastening systems;
-   fastening systems for rail sections included in EN 13674-1 (excluding 49E4) or EN 13674-4.
This document is not applicable to fastening systems for other rail sections, rigid fastening systems or special fastening systems used at bolted joints or glued joints.
This document is for the type approval of complete fastening systems.

This document is applicable to fastening systems, in Categories A - D as specified in EN 13481-1:2012, 3.1 for attaching rails to the uppermost surface of concrete or steel elements in ballastless tracks, including tracks on open deck bridges, and for embedded rails in ballastless tracks, for maximum axle loads and minimum curve radii in accordance with Table 1.
[Table 1 - Fastening category criteria]
NOTE   The maximum axle load for Categories A and B does not apply to maintenance vehicles.
The requirements apply to:
-   fastening systems which act on the foot and/or web of the rail including direct fastening systems and indirect fastening systems;
-   fastening systems for rail sections included in EN 13674-1 (excluding 49E4), or EN 13674-4.
This document is not applicable to fastening systems for wood or polymer composite sleepers used in ballastless track, which are included in EN 13481-3.
This document is not applicable to rigid fastening systems, special fastening systems used at bolted joints or glued joints or special low clamping force fastenings used to mitigate track-bridge interaction effects.
This document is for type approval of complete fastening systems. In track forms in which there are rail seat blocks or sleepers mounted in "boots" (under-sleeper pads) the concrete element and its resilient support are considered to be parts of the elastic fastening system. If the track form includes floating slabs, (i.e. resiliently supported concrete elements with more than one fastening per rail) those concrete elements and their resilient supports are considered to be parts of the ballastless track and not of the fastening system.

This document is applicable to fastening systems, in Categories A - E as specified in EN 13481-1:2012, 3.1 for use on wood or polymeric composite sleepers in ballasted or ballastless track, including track on open deck bridges, with respective maximum axle loads and minimum curve radii as shown in Table 1.
[Table 1 - Fastening category criteria]
NOTE   The maximum axle load for Categories A and B does not apply to maintenance vehicles.
The requirements apply to:
-   fastening systems that act on the foot and/or web of the rail including direct fastening systems and indirect fastening systems;
-   fastening systems for rail sections included in EN 13674-1:2011+A1:2017 (excluding 49E4) or EN 13674-4:2019.
This document is not applicable to fastening systems for other rail sections, rigid fastening systems, special fastening systems used at bolted joints or glued joints or special low clamping force fastenings used to mitigate track-bridge interaction effects.
This document is for type approval of complete fastening systems.

This European Standard defines the minimum performance requirements of on-board monitoring systems for axlebox condition monitoring by means of temperature measurements.
This European Standard refers to temperature monitoring of the axlebox. However, the design may be such that the rolling bearing itself is monitored directly.
The requirements of this European Standard are intended to apply equally to basic monitoring systems for monitoring the axlebox temperature through to more technically complex systems that may employ a combination of mechatronics.
To ensure the compatibility of monitoring systems and the effective monitoring functions, this European Standard defines the requirements in the following areas:
-   equipment and characteristics;
-   monitoring performance;
-   operation and interface.
This part of EN 15437 does not include:
-   systems that do not give an indication to the driver;
-   how an on-board monitoring system is structured and how it measures the temperature and identifies axlebox position. This is considered part of equipment design and not part of the functional requirements set out in this standard;
-   operational requirements for acting on the information reported by the on-board monitoring system;
-   operational requirements for conflict of information between trackside monitoring systems and on-board monitoring systems;
-   maintenance requirements for on-board temperature monitoring systems.

This European Standard:
— defines the forces and moments to be taken into account with reference to masses, traction and braking conditions;
— gives the stress calculation method for axles with outside axle journals;
— specifies the maximum permissible stresses to be assumed in calculations for steel grade EA1N, EA1T and EA4T defined in EN 13261;
— describes the method for determination of the maximum permissible stresses for other steel grades;
— determines the diameters for the various sections of the axle and recommends the preferred shapes and transitions to ensure adequate service performance.
This European Standard is applicable for:
— axles defined in EN 13261
— powered and non-powered axles and
— all track gauges3.
The powered axle design method of this European Standard applies to:
— solid and hollow powered axles for railway rolling stock;
— solid and hollow non-powered axles of motor bogies;
— solid and hollow non-powered axles of locomotives.
The non-powered axle design method of this standard applies to solid and hollow axles of railway rolling stock used for the transportation of passengers and freight that are not considered in the list above.
This European Standard is applicable to axles fitted to rolling stock intended to run under normal European conditions. Before using this European Standard, if there is any doubt as to whether the railway operating conditions are normal, it is necessary to determine whether an additional design factor has to be applied to the maximum permissible stresses. The calculation of wheelset axles for special applications (e.g. tamping/lining/levelling machines) may be made according to this European Standard only for the load cases of free-rolling and rolling in train formation. This European Standard does not apply to the loads induced by the vehicles in their working mode. They are calculated separately.
This method can be used for light rail and tramway applications.

This part of EN 15437 defines the minimum characteristics for the interface between a trackside Hot Axlebox Detector (HABD) and Rolling Stock (RST) that comply with the European Directives for Interoperability to ensure that the minimum functional requirement of the interface is achieved.
The minimum requirements of the interface apply to:
a)   Rolling stock conforming to standard European railway gauge, that is 1 435 mm;
b)   Rolling stock axles fitted with outboard bearings;
NOTE 1   The design of rolling stock axles fitted with inboard bearings should respect the requirements set out in Note 2 of 5.2.
c)   Rolling stock with a maximum design speed lower than 250 km/h;
NOTE 2   Interoperable rolling stock with a maximum design speed higher than or equal to 250 km/h are mandated to have on-board equipment for axlebox condition monitoring. The requirements for on-board equipment are described in !EN 15437-2:2012+A1:2022.
NOTE 3   Interoperable rolling stock with a maximum design speed higher than or equal to 250 km/h are outside the scope of this Part of the standard. However, if such rolling stock are required to be monitored by HABDs their target area should comply with the requirements specified in this standard, except where stated otherwise.
d)   Trackside HABDs that are required to monitor rolling stock with a maximum design speed higher than or equal to 250 km/h.
The rolling stock requirements of the interface are described in Clause 5 and for the HABD requirements of the interface are described in Clause 6.
The scope of this part (part 1) of the standard does not include:
-   Hot Wheel (Hot Disc) Detectors (HWDs). However, HWD are often installed in combination with trackside HABD to provide a dual monitoring system. This standard does not prevent the use of such a combination;
-   how a HABD measures the temperature and identifies axle box position. This is part of an individual equipment design and not part of the functional requirements of this standard;
-   operational requirements for acting on the information reported by the HABD system;
-   maintenance requirements for HABD systems.

This document specifies the properties and characteristics of lubricants applied to the interface between the wheel flange and the gauge face of the rail, and contact area between the check rail face and the back of the wheel (active interface), either directly or indirectly to the wheel flange or to the rail, and includes both trainborne and trackside solutions.
It outlines the information required for most approval procedures, the method of testing and routine control/monitoring of the lubricant.

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 document specifies the functional, performance, and quality requirements for the interior glazing of rail vehicles including type testing, routine testing, and inspection methods.
This document applies to all rail 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 glass.
For safety reasons, where the use of a specific type of glass is required, this shall be set out in the technical specification or defined in national rules.

This document is applicable to relay valves designated to control the brake cylinder pressure of compressed air brakes fitted to railway vehicles, in association with an air brake distributor valve or other control device. It covers one stage relay valves and relay valves adjusting the brake cylinder pressure in response to a change in vehicle speed or load that is either continuously variable or in two or more stages, i.e. empty – loaded.
Relay valves operating with other pressures, in particular the brake pipe pressure, are not included.
This document specifies the requirements for the design, manufacture and testing of relay valves.

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 defines the quality requirements as well as the design and production requirements for welding to be followed by manufacturers during maintenance or maintenance activities on railway vehicles and components.

This document specifies the requirements for equipment used to apply lubricant to the interface between the wheel flange and the gauge face of the rail, and contact area between the check rail face and the back of the wheel (active interface), either directly or indirectly to the wheel flange or to the rail, and includes both trainborne and trackside solutions.
This document specifies:
—   the characteristics that systems of lubrication of the active interface should achieve, together with applicable inspection and test methods to be carried out for verification;
—   all relevant terminology which is specific to the lubrication of the active interface.
This document applies to the mainline railway.
NOTE   This document can also be used for other railways, e.g urban rail.

This document specifies all necessary design rules and associated assessment criteria as well as guidance concerning the design of information and the corresponding user interfaces of driver’s cabs.
It considers the tasks the driver has to carry out and human factors. This document specifies how information is arranged and displayed. It is explicitly applicable to display applications like TRD, ETD, CCD and TDD and may be completed by the CLC/TS 50459 series.
This document is not applicable to legacy ATP systems. If requirements in this document are in conflict with the ERA DMI document (ERA_ERTMS_015560) the requirements of the ERA DMI document should prevail for the CCD ETCS application.
NOTE 1   For resolving any discrepancies (e.g. 5.4.2.3) ERA is expected to harmonize the usage philosophy of the ERA DMI with this document.
All assessments based on the normative requirements of this document are applicable mainly to
-   symbols provided by Annex A;
-   arrangement of screen areas conforms to Figure 1 (generic organization of information);
-   colours, fonts;
-   audible information.
This document is applicable to the following aspects:
-   legibility and intelligibility of displayed information: general rules concerning the layout of information on the displays, including character size and spacing;
-   definition of harmonized colours, symbols, etc.;
-   definition of harmonized principles for the command interface (by physical or touchscreen buttons): size, symbols, reaction time, way to give feedback to the driver, etc.;
-   general arrangements (dialogue structures, sequences, layout philosophy, colour philosophy), symbols, audible information, data entry arrangements.
NOTE 2   If this document deals with how information can be given for operation and in degraded situations, it does not define operating rules and degraded situations.
This document does not request any safety requirement related with displayed information.
This document specifies minimum requirements and does not prevent more complex solutions.
Requirements describing the functions using the display are out of scope of this document.
This document applies to driver’s cabs of locomotives and driving vehicles of the heavy rail system.
EXAMPLES   Locomotives, railcars, power heads, driving trailers.
This standard is not applicable for vehicles of urban rail systems.

This document covers the following aspects:
—   Definition of a common method to assess track loading of a heavy rail vehicle for lines of 1 435 mm track gauge in curve radii below 250 m (test zone 5), which is not part of the acceptance testing according to EN 14363. This method is restricted to vehicles with maximum vertical wheelset forces up to 225 kN. It includes consideration of:
—   on-track measurements with instrumented wheelsets;
—   on-track measurements with local measurement sites;
—   simulation including description of requirements for use;
—   recalculation of EN 14363 results including description of requirements for use;
—   simple parameter check (dispensation from assessment of track loading).
—   Description of available knowledge of running behaviour of existing vehicles.
—   Description of observed track wear and damage related to traffic mix, track loading results of vehicles and axle loads related to track design.
The decision which railway line requires these tests is not part of this specification.
This specification can support national regulations in this field but does not affect directly existing national regulations such as [4] and [5].

This European Standard specifies the quality parameters of axlebox rolling bearings supporting the load of the vehicle, required for reliable operation of trains on European networks. It covers metallurgical and material properties as well as geometric and dimensional characteristics. It also defines methods for quality assurance and conditions for approval of the products.

This document defines the requirements for buffers with 105 mm, 110 mm and 150 mm stroke for vehicles or units which use buffers and screw coupling. It covers the functionality, interfaces and testing procedures, including pass fail criteria, for buffers.
NOTE 1   Typically, buffers with a stroke of 105 mm are used on freight wagons and locomotives, buffers with a stroke of 110 mm are used on coaches and locomotives and buffers with a stroke of 150 mm are used on freight wagons.
It defines the different categories of buffers, the space envelope, static and dynamic characteristics and energy absorption.
It defines the static and dynamic characteristics of the elastic systems.
It also defines the requirements for buffers with integrated crash elements (crashworthy buffers) for tank wagons for dangerous goods.
The requirements of this document also apply to buffers of locomotives and passenger coaches which are bound to meet the crashworthiness requirements of EN 15227 for normal service only. The properties for the energy absorbing function are defined in EN 15227 and the requirements specified in Clause 7 for tank wagons for dangerous goods are not applicable to the buffers of these locomotives and passenger coaches.
Diagonal buffers are excluded from this document.
For the crashworthy buffers of locomotives, cab cars or passenger coaches according to EN 15227, and tank wagons for dangerous goods or buffers which form part of a combined system consisting of a special buffer and a deformation element, interchangeability with freight wagon buffers is not required, and therefore the requirements of 5.3 (Buffer dimensions) do not apply, those of 5.4 (Mechanical characteristics of buffers) and 5.6 (Marking) apply with restrictions.
NOTE 2   For tank wagons subjected to dangerous goods regulation see [35].

This European Standard defines the process for assessment of the running characteristics of railway vehicles for the European network of standard gauge tracks (nominally 1 435 mm).
In addition to the assessment of the running characteristics of vehicles for acceptance processes, this standard also defines quantities and dependencies that are not directly used for acceptance purposes. This information is for example intended for the validation of simulation models. It can also be used to define operating conditions outside the reference conditions to be used for the approval.
The assessment of running characteristics applies to vehicles which:
-   are newly developed;
-   have had relevant design modifications; or
-   have changes in their operating conditions.
The assessment process is based on specified target test conditions (see 3.1) given in this document.
Experience over many years has demonstrated that vehicles complying with this standard can be operated safely on infrastructure with conditions more severe than the target test conditions, if the current general operating rules are applied. As an example it is generally current practice to restrict cant deficiency in curves below a certain radius. It may be necessary to adapt these operating rules, if a deterioration of the infrastructure conditions is observed. These operating rules are defined on a national basis. The procedure to evaluate these operating rules is out of the scope of this standard.
NOTE 1   There are margins included in the specified limit values and the statistical evaluation. They cannot be quantified, but they explain why vehicles can also be operated at full speed and cant deficiency in many cases outside of the target test conditions.
This standard also enables the demonstration of compliance against the target test conditions for the case that their combination is not achievable during tests. It is also possible to carry out the assessment of a vehicle for limited test conditions such as test zones 1 and 2 or reduced speed or reduced cant deficiency. In this case the approval of the vehicle shall be restricted accordingly.
NOTE 2   National regulations sometimes allow the increase or decrease of the values for speed, curve radius and cant deficiency for local operation based on safety considerations taking into account the local characteristics of the infrastructure (track layout, track structure, track geometrical quality and contact conditions). These local characteristics can be different from those included in the assessment for the vehicle acceptance.
NOTE 3   The methods of this standard can also be applied to gather information about the compatibility between the vehicle and infrastructure with conditions more severe than the target test conditions. The results of such investigations can be used to determine safe operating rules for such infrastructure conditions.
Where testing the vehicle demonstrates that the performance of a vehicle complies with the requirements of this standard when operating at maximum speed and maximum cant deficiency under infrastructure conditions that are more severe than the target test conditions, the obtained results are accepted and there is no need to carry out additional tests to fulfil the requirements defined in this standard.
This standard addresses four aspects:
1)   Vehicles
The assessment of the running characteristics applies principally to all railway vehicles. The document contains acceptance criteria for all types of vehicles with nominal static vertical wheelset forces up to 225 kN (of the highest loaded wheelset of the vehicle in the assessed load configuration specified in 5.3.2). In addition for freight vehicles with nominal static vertical wheelset forces up to 250 kN the acceptance criteria are defined. The acceptance criteria given in this document apply to vehicles designed to operate on standard gauge tracks.

This document specifies laboratory test procedures to determine a high-frequency dynamic stiffness, “acoustic stiffness”, of resilient components of rail fastening assemblies.
This document is applicable to complete rail fastening assemblies and to pad components of fastening systems including both discrete and continuous fastening systems.
It is applicable to the measurement of the dynamic transfer stiffness under a prescribed pre-load and the associated hysteretic damping loss factor.
It provides measurement methods and pre-load, excitation and frequency range conditions for application to ground borne and structure borne noise as well as for rolling noise.
It is not applicable to the measurement of the stiffness of pads and fastening assemblies under static or low-frequency dynamic loading used for track mechanics.

This document specifies the requirements for the draw gear and screw coupling for the end of rolling stock that is bound to couple with other rolling stock (freight wagons, locomotives, passenger vehicles, etc.).
This document covers the functionality, construction, interfaces and testing including pass/fail criteria for draw gear and screw coupling.
The document describes three categories of classification of draw gear and screw coupling, (1 MN, 1,2 MN and 1,5 MN).
Coupling systems between permanently coupled vehicle units are not in the scope of this document.

This document is applicable to vehicles equipped with buffers and screw coupling systems.
In order to allow operation and coupling of trainsets or vehicles, this document specifies the
defined free space for the shunter called the "Berne rectangle" and the necessary free space for
the installation of the rescue coupler.
This document specifies the location, fixing and free spaces on the headstock of:
- buffers;
- screw coupling systems;
- end cocks;
- pneumatic half couplings;
- connections for electric cables.
It also specifies the calculation of the width of the buffer heads.
Unless otherwise displayed, all dimensions given in this document are nominal values.

This document specifies the requirements for the rescue coupler for train sets compliant with the Technical Specification for Interoperability Locomotives and Passenger rolling stock (TSI Loc & Pas).
This document defines the rescue coupler foreseen to connect rescue vehicle equipped with draw hook, according to EN 15566 together with the train to be rescued equipped with Type 10 automatic coupler according to EN 16019.

This document defines terms and specifies requirements for adhesive bonding and sealing work in rail vehicles and their components independent of the material of the adherend and the solidification mechanism, strength, and deformation properties of the adhesives.
This document is applicable to adhesive bonding and sealing adherends in the:
-   development (pre-production);
-   production (in-production);
-   maintenance including repair (post-production);
-   quality assurance of production, inspection, maintenance including repair of rail vehicles and their components.
This document is not applicable to:
-   screw retention by the usage of adhesives, if a screw assembly without further safeguard of identical joint design is sufficient for the purpose;
-   hybrid joints, if the expected function is given exclusively by another joining technology e.g. welding, screwing, riveting;
-   production of vulcanizates;
-   production of plywood;
-   production of fibre reinforced plastic composites (FRP-composites);
-   production of laminated safety glass;
-   pure encapsulating of electronic parts;
-   application of single-sided adhesive decorative films.

This document specifies the minimum requirements for measuring systems fitted on track construction and maintenance machines to give an evaluation of track geometry quality when they measure any one or several of the parameters described in EN 13848-1.
This document also gives the acceptable differences from EN 13848-1 when using chord measurements.
This document does not specify:
—   requirements for vehicle acceptance;
—   criteria for track works acceptance;
—   requirements for Urban Rail Systems.
Only systems put into service after the document comes into force are concerned.

This document establishes aerodynamic requirements, test procedures, assessment methods and acceptance criteria for operating rolling stock in tunnels. Aerodynamic pressure variations, loads, micro pressure wave generation and further aerodynamic aspects to be expected in tunnel operation are addressed in this document. Requirements for the aerodynamic design of rolling stock and tunnels of the heavy rail system are provided. The requirements apply to heavy rail systems only.

This document applies to passenger body side entrance systems of all newly designed railway vehicles such as tram, metro, suburban, mainline and high-speed trains that carry passengers. The requirements of this document also apply to existing vehicles undergoing refurbishment of the door equipment, as far as it is reasonably practicable.
This document also specifies the requirements for testing of entrance systems.
This document makes reference to manual and power operated entrance systems. For manual doors, clauses referring to power operation are not applicable.
This document does not apply to the following:
-   entrance systems for equipment access, inspection or maintenance purposes and for crew only use;
-   doors on freight wagons; and
-   doors or hatches specifically provided for escape under emergency conditions.

This European Standard describes the functionality, constraints, performance and operation of a brake system for use in high speed trains as described in the TSI High Speed Rolling Stock, operating on routes of the European railways and their infrastructure systems.
The brake system requirements specified in this European Standard apply to trains that may operate at a maximum speed of up to 350 km/h on lines specifically built for high speed and define graduated values for deceleration related to four speed ranges (see Clause 6).
This European Standard covers:
-   all new vehicle designs of high speed trains;
-   all major overhauls of the above-mentioned vehicles if they involve redesigning or extensive alteration to the brake system of the vehicle concerned.
This European Standard does not cover locomotive hauled trains, which are specified by EN 14198.
NOTE   This document applies the functional subdivision into subsystems as specified in the TSI High speed. The braking system is part of the function: "Accelerate, maintain speed, brake and stop".

This European Standard specifies test methods and acceptance criteria for a brake system for use in high speed trains as described in the TSI Rolling Stock, operating on routes of the trans-European high-speed rail system.
The tests defined in this document have the purpose of verifying that the braking performance and functions of the train's brake system comply at least with the respective requirements of EN 15734-1.
This European Standard is applicable to:
-   new vehicles of high speed trains;
-   new constructions of existing vehicle types;
-   major overhauls of the above-mentioned vehicles if they involve redesigning or extensive alteration to the brake system of the vehicle concerned.
The functional testing requirements set out in this document assume the vehicles are fitted with a brake system architecture that follows the UIC air brake pipe control principles.
High Speed Rolling Stock can be fitted with alternative brake system architectures that do not employ brake pipe control. In these cases equivalent testing requirements will need to be generated to test the functional performance of brake system fitted.

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 homologation), and marking.

This document is applicable to the lines with standard track gauge (1 435 mm) and wider track gauges of the heavy rail system  and the vehicles that are operated on these lines. This includes machines used for construction, maintenance, inspection, repair and renewal when they are operated in running mode, but not, when they are in working or travelling mode.
This document specifies methods of classification of existing and new lines of the heavy rail system and the categorization of rail vehicles.
This document gives guidance to a reliable and established management of the interface between rail vehicles and the heavy rail network and does not impose any requirements on either vehicles or infrastructure.
The application of this document enables to ensure the static route compatibility between a rail vehicle and the heavy rail network with respect to the vertical load carrying capacity.
It contains requirements relevant to:
—   classification of the vertical load carrying capacity of lines of the heavy rail network;
—   allocation of rail vehicles to line categories (categorization);
—   determination of payload limits of freight wagons.
This document does not apply to:
—   assessments of compatibility based on the parameter axle load alone;
—   compatibility checks for cases where an additional dynamic analysis is required (for example according to EN 1991 2);
—   requirements relating to the maximum total mass or maximum length of a train;
—   the system used in Great Britain, where all lines and vehicles are classified in accordance with the RA (Route Availability) System. A guide to the equivalent line categories in accordance with this European Standard is given in Annex F;
—   the publication of line categories.
The requirements of this document do not replace any regulations related to running behaviour of vehicles described by the assessment quantities for running safety, track loading and ride characteristics (see EN 14363).

The aim of this document is to help CEN/CENELEC Working Group convenors and experts to promote/develop simulation in their standards as an alternative to physical tests on the real system for proving conformity. It can also provide useful guidance to assessors in the railway sector in approving simulations where they are not yet specifically defined or where physical tests on the real system are not defined in standards. Consequently, this document is also relevant to companies developing and applying simulations with the intention to achieve their acceptance for the purpose of system validation. It is not intended to provide technical guidance on applying simulations in general.
Where simulations are already introduced in existing standards, this guide is not intended to modify the specified requirements. However, technical harmonisation between standards might benefit from this guide for the introduction of additional alternative methods for simulations.
This document principally covers:
•   Numerical simulation, using complex methods or using simple spreadsheets methods
•   Hardware and software in the loop
•   Mathematical models solved using numerical methods or iteration, including spreadsheets.
It does not cover the following, although the general principles outlined can be applied to these methods:
•   Laboratory tests of components
•   Fatigue rig tests
•   Model scale tests
•   Mathematical models solved analytically.
NOTE: Due to the limited experience in the railway sector in the application of data-based (as opposed to model-based) simulations, for example using artificial intelligence (AI), neural networks, big data, etc., this approach is not further developed at this stage in this document.

This document specifies the implementation of ballastless track system designs and the criteria for the acceptance of works concerning construction of ballastless track systems. It does not include any criteria for inspecting, maintaining, repairing and replacing ballastless track systems during operation.

This European Standard defines the activities related to work on or near the railway track and the associated competence profiles of persons who carry out these activities and defines procedures for assessing the competence.

This European Standard provides requirements and measures to deal with the significant and specific railway risks during works on or in proximity of the track and with common principles for the protection of fixed and mobile work sites with trains and/or machines circulating on the working track and trains circulating on the adjacent track(s). Railway risks and protection measures for access and egress to/from the work site are considered in the same way as railway risks and protection measures for work itself.
This European Standard is applicable to all operations related to work activities on rail guided systems. Infrastructure of metro, tram and other light rail systems is excluded from the scope ).
The following specific railway risks are taken into consideration:
—   Risk 1: Personnel being struck by a train or injured due to wind drag  from a train on open working track (safety of the worker);
NOTE 1   Risk 1 includes injuring of a worker by machines, material or equipment being struck by a train on the working track.
—   Risk 2: Personnel being struck by a train or injured due to wind drag from train on adjacent track (safety of the worker);
—   Risk 3: Personnel being struck by machine or train on blocked track (safety of the worker);
—   Risk 4: Machines, material or equipment being struck by a train on the adjacent track (safety of the operation/safety of the worker);
—   Risk 5: Personnel being electrified or electrocuted by fixed electrical equipment (safety of the worker).
NOTE 2   Risk 5 includes hazards caused by pantographs of passing trains.
This European Standard also provides requirements to the process of installing basic preventive measures when planning new infrastructure or installing corrective measures when adapting existing infrastructure.
This European Standard may be extended to third parties when it is considered appropriate and reasonable by the infrastructure manager, if one or more of the five significant risks described inside this standard, arise as a result of their activities in proximity of the track.

This document establishes definitions and evaluation methods for wheel-rail contact geometry parameters influencing the vehicle running dynamic behaviour:
-   the rolling radius difference between the two wheels of a wheelset (Δr-function) which serves as a basis for all further calculations;
-   the equivalent conicity function from which are derived:
-   a single equivalent conicity value for a specified amplitude which is relevant for the assessment of vehicle running stability on straight track and in very large radius curves according to EN 14363;
-   the nonlinearity parameter which characterizes the shape of this function and is related to the vehicle behaviour particularly in the speed range close to the running stability limit;
-   the rolling radii coefficient which is used to describe the theoretical radial steering capability of a wheelset in a curved track.
Additional information is given about the relationship between the contact angles of the two wheels of a wheelset (Δtanγ-function) and about the roll angle parameter.
NOTE   Out of the presented parameters only those related to the contact angle are relevant for independently rotating wheels of wheel pairs.
Descriptions of possible calculation methods are included in this document. Test case calculations are provided to achieve comparable results and to check the proper implementation of the described algorithms.
To validate alternative methods not described in this document acceptance criteria are given for the equivalent conicity function. This includes reference profiles, profile combinations, tolerances and reference results with tolerance limits.
This document also includes minimum requirements for the measurement of wheel and rail profiles as well as of the parameters needed for the transformation into a common coordinate system of right- and left-hand profiles.
This document does not define limits for the wheel-rail contact geometry parameters and gives no tolerances for the rail profile and the wheel profile to achieve acceptable results.
For the application of this document some general recommendations are given.

This document specifies the external front and rear visibility conditions from cabs of tram
vehicles and the associated assessment method.
This document applies to vehicles operating on tram networks.
This document does not apply to driver's auxiliary desks.
This standard is not intended to be applied for tram train.

This document provides background information regarding the changes from EN 15302:2008+A1:2010 to the revised version dated 2021, including the reasons for decisions and additional explanation and guidance that is not appropriate in the standard.
The range of equivalent conicity results obtained with different software tools is described. The additional wheel-rail contact parameters, rolling radii coefficient and nonlinearity parameter, are explained. More information is also provided on the different calculation methods and the updated reference profiles for the assessment. The influence of simplifications used in determination of equivalent conicity is discussed.
To provide more information on the importance of considering the complete measurement and calculation process, methods for plausibility checks, eliminating outliers and assessing the uncertainty and repeatability of measurements are included as well as assessments of the smoothing process.
Guidance is given on fields of application of the wheel-rail contact parameters, on the selection of appropriate reference profiles (choice of reference rail profile and rail inclination for assessing wheel profiles and vice versa) and on handling special cases.
As some references in EN 14363 to wheel-rail contact test conditions have caused difficulties in understanding, clarifications issued by ERA are mentioned.
Interpretation of equivalent conicity results, using tools such as conicity maps, is discussed and various approximations such as ‘quick conicity’ assessments are also described.
Information is included on possible additional wheel-rail contact parameters, not yet ready for standardization, but where further experience is needed.
NOTE   In this document the commonly used term “wheel-rail contact geometry” is used as a synonym for the more precise term “wheelset-track contact geometry”.

This European Standard specifies requirements for the design, construction and operation of platform barrier systems positioned at the edge of a station platform immediately adjacent to rail or other guided vehicles in stations and boarding points for passenger services and includes:
- requirements for the fixed structure and fixed parts along the platform;
- physical requirements for the movable doors and gates normally used by passengers;
- requirements for emergency doors;
- requirements for driver access doors;
- requirements for platform extremity doors;
- requirements for management of safety risks that are particular to barrier systems.
This European Standard also gives requirements for the integration of barriers with the overall rail system including:
- synchronization of vehicle and platform barrier doors or gates;
- audible and visible alerts;
- integrity of control systems;
- testing of the barrier installation;
- operational performance;
- requirements relating to other interfacing sub-systems, notably signalling and vehicles.
For barrier systems set back from the platform edge, which are used to control access to trains or for crowd management, relevant sections of the document can be used as guidance.
This European Standard applies to all actors involved in the implementation and system integration of a platform barrier system, including infrastructure owners, designers, installers and operators.
This European Standard does not cover barrier systems using bars, ropes, etc. or which operate in a vertical direction.  
This European Standard applies to light rail services, e.g. metro and tramway systems and heavy rail services as requested by a project specification. It applies to small systems, working in conjunction with a single vehicle, or with larger systems working with a complete train.
This European Standard applies to platform barrier systems used at sub-surface stations, enclosed surface stations (e.g. those enclosed for the purposes of providing an air-conditioned environment for waiting passengers), and those fully in the open-air.
This European Standard does not cover normative requirements relating to fire performance or fire requirements arising from use of platform barrier systems as fire barriers.

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