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.

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This document specifies the characteristics of the Passenger Alarm System (PAS) for Urban Rail.
This document covers the PAS fitted to the passenger carrying Urban Rail rolling stock and specifies:
- the safety related requirements;
- the functional requirements of PAS triggered by passengers;
- the requirements for the communication channel between passengers and the driver or Operations Control Centre (OCC);
- the requirements for the functional behaviour of the PAS;
- the requirements for the degraded modes management;
- the requirements for the Passenger Alarm Device (PAD) and PAD area.
This document is applicable to the categories I to III of Urban Rail rolling stock defined in CEN/CLC Guide 26:
- (I) metros;
- (II) trams;
- (III) light rail.
NOTE 1   CEN/CLC Guide 26 defines Metro, Tram and Light Rail as public transport systems permanently guided at least by one rail, intended for the operation of local, urban and suburban passenger services with self-propelled vehicles and operated either segregated or not from general road and pedestrian traffic.
NOTE 2   The PAS function on existing vehicles may require modification to work in conjunction with vehicles that comply with this document.
NOTE 3   This document covers urban rail rolling stock, both with or without a driver.
NOTE 4   For rolling stock devoted to suburban passenger services, this document applies when the TSIs do not apply.

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This document defines warning horn requirements that deliver the required audibility of approaching heavy rail vehicles. The requirements of this document do not apply to urban rail systems.
NOTE 1   The requirements for exterior audible warning devices for urban rail vehicles are found in EN 15153 4.
In the case of shunting heavy rail vehicle formations, the requirements of this document do not apply to the pushed vehicle(s).
For this purpose, the following requirements are included:
-   functional and technical requirements of the warning horn as a component,
-   functional and technical requirements of the integration of warning horns into the vehicle, and
-   test requirements.
Operational requirements and maintenance requirements for warning horns are excluded.
NOTE 2   The requirements for the control of warning horns can be found in EN 16186 2.

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This document defines the functional and technical requirements for exterior audible warning devices for urban rail vehicles as defined in the CEN-CENELEC Guide 26, i.e. metro systems, trams, light rail, and local rail systems.
This document also defines the requirements for testing and conformity assessment.
NOTE    The requirements for exterior audible warning devices for heavy rail vehicles are found in EN 15153 2:2020.

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This document defines the functional and technical requirements for head, marker and tail lamps for heavy rail units, excluding road, metro and self-contained systems.
This document also defines the requirements for testing and conformity assessment.
Lamps designed for special purposes, for example illumination of third rail, are excluded from the scope of this document.
Portable lamps are excluded from the scope of this document.

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This European Standard defines the functional and technical requirements for exterior visible warning devices for urban rail vehicles as defined in the CEN-CENELEC Guide 26, i.e. metro systems, trams, light rail, and local rail systems.
This European Standard also defines the requirements for testing and conformity assessment.
NOTE The requirements for exterior visible warning devices for heavy rail vehicles are found in EN 15153–1.
The decision was taken by simple majority with 14 positive vote(s), 0 negative vote(s) and 9 abstention(s).

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This European Standard specifies test methods and acceptance criteria for a brake system for use in self propelling thermal and electric trains, in the following document called EMU/DMU, operating on routes of the European conventional rail system network.
This European Standard is applicable to:
-   all new vehicles designs of self-propelling thermal and electric trains;
-   all major overhauls of the EMU/DMU 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;
-   mass transit rolling stock which is specified by EN 13452 (all parts);
-   high speed trains being operated at speeds greater than 200 km/h which are specified by EN 15734-1 and tests in EN 15734-2.
The functional testing requirements set out in this European Standard assume the vehicles are fitted with brake system architecture as defined in prEN 16185 1.
The braking performance obtained by applying the tests defined in this European Standard can be used to assess compliance with the required braking performance as defined in prEN 16185-1.

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This European Standard 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 up to speeds of 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.

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This document contains performance requirements and recommendations for electrical lighting systems in the interiors of public transport heavy rail units, under all operating and emergency conditions.
This document applies only to new units.
The application of this document for retro-fitting of existing units is subject to agreement between Contractors.
This document also defines the requirements for testing and conformity assessment.
This document does not address lighting installed in instruments or controls.
This document does not address the requirements of lighting of boarding aids, e.g. moving entrance stairs or lifts.
This document does not address lighting installed for indication or effect purposes, including flashing lights and decorative lighting.
NOTE 1   The requirements for interior lighting for urban rail units can be found in EN 13272-2.
NOTE 2    The requirements for cab instrument lighting for heavy rail units can be found in EN 16186-2.

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This document contains performance requirements and recommendations for electrical lighting systems in the interiors of public transport urban rail vehicles, as defined in the CEN-CENELEC Guide 26, i.e. metro systems, trams, light rail, and local rail systems, under all operating and emergency conditions.
This document applies only to new units.
The application of this document for retro-fitting of existing units is subject to agreement between Contractors.
This document also defines the requirements for testing and conformity assessment.
This document does not address lighting installed in instruments or controls.
This document does not address lighting installed for indication or effect purposes, including flashing lights and decorative lighting.
NOTE 1   The requirements for interior lighting for heavy rail vehicles can be found in EN 13272-1.
NOTE 2   The requirements for cab instrument lighting for heavy rail vehicles can be found in EN 16186-2.

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This document specifies the functional requirements for rail vehicle windscreens, including type testing, routine testing and inspection methods for high speed rail, heavy rail, light rail and metro 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.

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This document gives design rules and requirements in order to ensure proper access, lighting, seating and exit of the driver’s cab. The different dimensions are based on the anthropometric data defined in EN 16186-1. The corresponding assessment methods are also included in this standard. 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 part of the EN 16186 series applies to driver’s cabs of Electrical Multiple Unit (EMU), Diesel Multiple Unit (DMU), Railcars, Locomotives and Driving trailers (Driving Coaches).
NOTE 1   This European Standard applies to rolling stock in the scope of Directive 2008/57/EC [6].
This part of the EN 16186 series applies to driver's desks installed on the left, on the right, or in a central position in the driver’s cab. Due to cab space and resulting desk integration constraints, desk layout can vary.
NOTE 2   Due to railway systems constraints, the level of comfort and accessibility provided to the persons outside the anthropometric range defined in EN 16186-1 may vary. Usually the operators manage the potential restrictions, if the driver uses the full range of seat positions (as defined in this standard) combined with extreme body dimensions (as defined in EN 16186-1).
This document is not intended to be applicable for OTMs, tramways, metro and light rail vehicles.
NOTE 3   For OTMs, see EN 14033-1 [11] and EN 15746-1 [17].

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This document applies to distributor valves and distributor-isolating devices.
The distributor valves contained in this document are of graduable release type. Direct release types are not included.
Functionally they are regarded as not containing relay valves of any type, even if the relay valves are physically an integral part of the distributor valves.
This document applies to both distributor-isolating devices mounted separate from the distributor valve and distributor-isolating devices integral with the distributor valve.
This document specifies the requirements for the design, testing and quality assurance of distributor valves and distributor-isolating devices.
The distributor valve and distributor-isolating device are intended to be part of a brake system mounted in a vehicle with maximum length of 31 m and maximum brake pipe volume of 25 l taking into consideration brake pipe inner diameters between 25 mm and 32 mm.

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This document defines a harmonized way to assess the braking performance by test of locomotives, passenger coaches, freight wagons and self-propelled passenger trains (EMU/DMU).
The document sets out the standardized method for undertaking brake performance tests and the correction factors to be applied to the data obtained for all types of rolling stock.
This document also defines the methods to assess the brake performance in terms of stopping distance, and from this the process to determine vehicle(s) deceleration and braked weight.
It then deals with conversion of the braked weight to the braked weight percentage of a vehicle or train for operating purposes. It also sets out additional factors when determining the braked weight percentage of a train calculated from specified braked weight, depending on the formation of the train.
In Annex D there is a method for determining brake performance of freight wagons fitted with P10 cast iron or LL-blocks using limited testing (force measurement).

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This document applies to brake block holders and brake block keys included in brake rigging installed on railway vehicles.
Brake block holders and brake block keys made of non-ferrous materials are not within the scope of this document.
This document contains requirements for design and evaluation testing of conformity.
The requirements contained in this document apply to the brake block holders and brake block keys fitted on railway vehicles with brake blocks whose dimensions are in accordance with the requirements given in EN 16452.

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This document specifies requirements for the design and dimensions of the brake disc.
This document applies to brake discs mounted onto the wheel, including the wheel web or wheel hub of railway rolling stock.
This document applies to discs having one or more disc brake rings, each having two axially separated friction faces.

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This document specifies requirements for the design and dimensions of the brake disc.
This document applies to discs pressed or shrunk onto the axle or drive shaft of railway rolling stock by a cylindrical or conic tapered interference fit.
This document applies to discs having one or more disc brake rings, each having two axially separated friction faces.

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This European Standard gives the requirements for the design, dimensions, performance, and testing of a brake block (otherwise known as brake shoe insert) that acts on the wheel tread as part of a tread brake system. This European Standard does not cover cast iron brake block requirements.
This European Standard is applicable to brake blocks of either "K", "L", or "LL" friction level designed to be fitted to tread braked rail vehicles.
This European Standard contains the requirements for interfacing the brake block with the rail vehicle, the testing procedures in order to confirm that it satisfies the basic safety and technical interchangeability requirements, the material control procedures to ensure product quality, reliability and conformity and considers health and environmental needs.

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This document gives guidelines for the calculation of vehicle stopping distances when testing a WSP system using the methods specified in EN 15595, the standard for Wheel Slide Protection, under the conditions defined in that standard.
This document is only applicable to the calculation of stopping distances for the evaluation of the results of WSP tests carried out in accordance with EN 15595.
This document does not apply to calculations used to determine the stopping performance of a WSP equipped train under operational conditions as it is only applicable for specific WSP test conditions.

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This document specifies the criteria for system acceptance and type approval of a wheel slide protection (WSP) system. It also specifies criteria for the implementation of WSP to specific vehicle applications and specific operating conditions, as well as requirements for wheel rotation monitoring (WRM). This includes the design, testing and quality assessment of the WSP and WRM systems and their components.
This European Standard does not apply to vehicles on rubber tyred wheels or vehicles equipped with hydraulic brakes.

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"This part of EN 16186 applies to driver’s cabs of Electrical Multiple Unit (EMU), Diesel Multiple Unit (DMU), railcars, locomotives and driving trailers.
NOTE 1   This standard applies to rolling stock in the scope of the Directive 2008/57/EC."
This part of EN 16186 applies to driver's desks installed on the left, on the right, or in a central position in the driver’s cab.
For OTMs, see EN 14033 1 "deleted text" and EN 15746 1 "deleted text".
This part of EN 16186 defines:
-   anthropometric data;
-   visibility conditions from the driver's cab, including forward visibility and the reference positions of line-side signals to be considered;
-   assessment methods.
"NOTE 2   Due to railway systems constraints the level of visibility provided to the persons outside the defined anthropometric range may vary. It is up to the operator’s safety management system to address the potential restriction of front visibility, if the driver uses extreme seat positions combined with extreme body heights."
"The actual seating and positioning habits of drivers regarding visibility, whether drivers are in or outside the range of anthropometric data of this standard is outside the scope of this document."
"This standard is not intended to be applicable for tramways, metros and light rail vehicles."

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This European Standard describes general algorithms for the brake performance calculations to be used for all types of train sets, units or single vehicles, including high speed, locomotive and passenger coaches, conventional vehicles and wagons.
This European Standard does not specify the performance requirements. It enables the estimation and/or comparison by calculation of the various aspects of the performance: stopping or slowing distances, dissipated energy, power, force calculations and immobilization braking.
If it is required to validate, verify or assess braking performance it is recommended that a more detailed calculation is performed in accordance with EN 14531-2, i.e. a step by step calculation.
This European Standard contains generic examples of the calculation of brake forces for individual brake equipment types and calculation of stopping distance and immobilization braking relevant to a train (see Annexes C and D).

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This document specifies test methods and acceptance criteria for a brake system used in passenger coaches including driving trailers for use in general operation.
This document is applicable to all new passenger coaches including driving trailers, which are designed for general operation in the European conventional rail system network in accordance with EN 14198.
This document does not cover the homologation tests of any brake component.

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This European Standard provides terms and definitions for common use for brakes and braking in rolling stock.

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This European Standard is applicable for Electrical Multiple Units (EMU), Diesel Multiple Units (DMU), Railcars, Locomotives, Driving Trailers (Driving Coaches).
NOTE 1   This European Standard applies to rolling stock in the scope of the Directive 2008/57/EC [1].
This part of EN 16186 applies to driver's desks installed on the left, on the right, or in a central position in the driver’s cab.
NOTE 2   For OTMs, see EN 14033-1 [5] and EN 15746-1 [6].
This European Standard gives design rules and guidance in order to ensure proper visibility, luminance and contrast of screens, controls and indicators in the cab in all operating conditions (day, night, natural or artificial incidental lighting).
It covers four aspects:
-   necessary characteristics of the displays, controls and indicators in order to ensure proper visibility: range of luminance and contrast, and possibility of adjustment of perceived brightness;
-   rules for positioning of the displays, keyboards, controls and indicators in the cab and on the driver’s desk: position, angle of visibility, etc. with consideration of the normal driving position and of the working environment (windscreen, natural or artificial lighting in the cab, unwanted glare and reflections, etc.);
-   necessary characteristics and rules for positioning of microphone and loudspeaker;
-   design of symbols.

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This European Standard establishes general principles for designing, manufacturing and type testing slack adjusters.
NOTE 1   These requirements cannot be written in sufficient detail to ensure good workmanship or proper construction. Each manufacturer is therefore responsible for taking every necessary step to make sure that the quality of workmanship and construction is such as to ensure accordance with good engineering practice.
It is applicable to double acting slack adjusters designed to control the block (shoe) to tread (wheel) clearance of tread braked vehicles with conventional brake cylinders and rigging, without taking the track-gauge into consideration.
NOTE 2   The term used for this device by UIC is "Brake rigging adjuster".

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This European Standard establishes comfort parameters of air conditioning for passenger compartments or saloons of railway vehicles (single level or double-decker). These comfort parameters apply in a similar way to the areas reserved for train staff.
The European Standard also specifies conditions, performance values and the comfort parameter measurement methods for compartments or saloons.
This European Standard is applicable to main line rail vehicles. It does not apply to suburban vehicles, metros, tramways and driver's cabs.

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This European Standard specifies the requirements for the design, dimensions, performance and testing of single/double brake indicators. It applies to pneumatically and electrically operating brake indicators visible from the outside of the vehicle.
NOTE   Brake indicators are for giving information about release and application of the brake.
This European Standard applies to brake indicators on railway vehicles used on the main national networks, urban networks, underground railways, trams and private networks (regional railways, company railways etc.).
This document does not apply to brake indicator for magnetic track brake or eddy current brake.

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This Technical Report gives guidance for designing rolling stock for its specified ranges of environmental conditions according to EN 50125 1. This guidance covers environmental conditions in Europe.
The relevant clauses for the particular vehicle should be chosen and described in the vehicle specification. Depending on the ranges selected, design and/or testing provisions described in this Technical Report should be taken into account. This Technical Report is a collection of existing test descriptions and design guidance based on long lasting experience of operators, test centres and industry.

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This European Standard specifies the functional requirements for Call For Aid and Communication devices fitted in trains:
-   the functional requirements for a Call For Aid and Communication device;
-   the dynamic analysis of the Call For Aid system.
NOTE 1   The Call For Aid function on existing vehicles may require modification to work in conjunction with vehicles that comply with this European Standard.
NOTE 2   The Call For Aid function is separate from the Passenger Alarm System (PAS), which is provided to deal with emergency situations. The PAS is described in EN 16334.
NOTE 3   The communication device is different from the PAS, but it can share some parts of the PAS to achieve its functionalities.
NOTE 4   The PAS is regarded as a safety relevant system whereas the CFA and communication device are non-critical aids to passengers.

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This European Standard describes the step-by-step method for the calculation of brake performance utilizing time step integration which may be used for all types of train sets, units or single vehicles, including high-speed, locomotive and passenger coaches, conventional vehicles and wagons.
This European Standard does not specify the performance requirements. It enables the calculation of the various aspects of the performance: stopping or slowing distances, adhesion requirements, force calculations, etc.
This European Standard enables the verification by calculation of the stopping and slowing performance for high-speed and conventional trains operating on high-speed and conventional infrastructure. It may also be used for the detailed investigation of stopping or slowing performance at any design/verification stage.
The proposed method of this standard is based on a numerical time integration algorithm. The standard explains a simple numerical integration scheme in order to provide a useful straightforward example of the proposed method. Other numerical time integration algorithms exist, especially more accurate ones, but they are not in the scope of this Standard.
NOTE    When such methods are used the order of accuracy that they achieve has to be in accordance with this European Standard.
This European Standard also includes examples of distance and other dynamic calculations, see Annex B.

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This European Standard applies to brake discs designed to be fitted to railway vehicles.
This European Standard comprises a type test of brake disc performance. The brake disc is tested for energy conversion and dissipation, ventilation characteristics as well as mechanical integrity.
The classification qualifies a brake disc in conjunction with the defined brake pad by dynamometer tests which simulates up to one year in service when operating in the defined application class. It does not define the application and the brake performance in specific trains.
NOTE   For this purpose, additional tests may be necessary.
For the application of brake discs on railway vehicles it is not mandatory to use classified brake discs.
Classified brake discs can be validated for the use on railway vehicles for higher performance applications with additional tests.
This standard describes the type test procedure for brake disc classification as specified in EN 14535 1 and EN 14535 2.

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This Technical Report describes the background on the anthropometric data provided by EN 16186-1 [1].

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The requirements contained in this European Standard apply to the brake pad holders with which the rail vehicles of main-line railways, regional and suburban railways are fitted. Brake pad holders pursuant to this standard are to be made from ferrous materials e.g. cast iron, cast steel or forged steel. Brake pad holders made of non-ferrous materials are not subject of this standard.

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This European Standard 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, the trackside ETCS signal to identify a specific location on the line;
-   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.
This European Standard 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).
NOTE 1   The ETCS and GSM-R signs are needed when the information normally associated with the DMI symbols is provided at the trackside.
NOTE 2   The application of ERTMS trackside boards is not within the scope of this standard.
Sighting requirements are not included within the scope of this standard. Sighting requirements for the boards may be different according to their level of authority: marker boards ‘End of Authority’ need to be treated with the same level of authority as a signal and may have enhanced sighting requirements; the remaining boards may be sighted as generic signage sighting rules. The sighting process needs to be implemented in accordance with national safety rules.

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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.

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This European Standard specifies a measurement method and conditions to obtain reproducible and comparable sound reduction indices of all kinds of rail bound vehicles’ gangway systems defined in EN 16286-1. The setup should include 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 case of separable gangway systems.
If separable gangway systems shall be measured, the whole system between two adjacent car bodies should be used.
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 European Standard are of engineering grade (grade 2) in the frequency range from 100 Hz up to 5 kHz; that is the preferred range for noise declaration purposes, as defined in EN ISO 12001. If test conditions are relaxed, the results are no longer of engineering grade.

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This European Standard defines the technical and safety requirements applicable to gangway systems used in all railway vehicles such as tram, tram trains, coaches, metro, suburban, main line and high speed trains that carry passengers. A gangway system gives comfortable passage from one vehicle to the other and consists of a flexible component which allows relative movement between vehicles.
It also defines:
-   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.

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This European Standard is applicable to railway vehicle driving cabs which are air-conditioned or heated/ventilated. These include:
-   locomotives;
-   mainline, suburban and regional vehicles;
-   urban vehicles such as metros and trams.
This European Standard does not consider the special operational requirements of shunt locomotives.
This European Standard specifies the comfort parameters for the driving cab to ensure driver comfort which helps safe operation.
The conditions under which the physical parameters mentioned in this European Standard shall be measured are defined in EN 14813-2.

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This European Standard is applicable to railway vehicle driving cabs which are air-conditioned or heated/ventilated. These include:
-   locomotives;
-   mainline, suburban or regional vehicles;
-   urban vehicles such as metros and trams.
This European Standard does not consider the special operational requirements of shunt locomotives.
This European Standard specifies the comfort parameter measurement methods for driving cabs.
The comfort parameters and their tolerances cited in this European Standard are defined in EN 14813 1.

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This standard defines basic requirements for the braking of passenger coaches in trains hauled by
locomotives as described in EN 14198, using UIC air brakes (RIC traffic) operating on routes of the European
railways and their infrastructure systems.
This standard covers:
.all new vehicle designs of the passenger coach type of construction (day coaches, restaurant cars,
sleeper coaches, driving trailers, baggage cars, etc.);
.all new constructions of existing vehicle types;
.other vehicles (e.g. motorail vehicles) that may also be included in passenger trains;
.all major overhauls of the above-mentioned vehicles if they involve redesigning or extensive alteration to
the brake system of the vehicle concerned.
The vehicles meet the following technical criteria:
.inclusion in trains in accordance with EN 14198 in regular railway operation is possible (coupling
capacity);
.the maximum speed is between 100 km/h and 200 km/h;
.the lower vehicle limitations of UIC 505-1 (WIs 00256150/151/152) are adhered to.

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This document defines the following elements for urban rail rolling stock:
-   the functional requirements for a communication device between passengers and driver or operations control centre (OCC);
-   the dynamic behaviour of the communication device.
This document is applicable to the categories I to III of urban rail rolling stock defined in CEN/CLC Guide 26:
-   (I) Metros;
-   (II) Trams;
-   (III) Light Rail.
NOTE 1   CEN/CLC Guide 26 defines metro, tram and light rail as public transport systems permanently guided at least by one rail, intended for the operation of local, urban and suburban passenger services with self-propelled vehicles and operated either segregated or not from general road and pedestrian traffic.
This document applies to urban rail rolling stock both with and without driver.
NOTE 2   The communication device is different from the PAS, but it can share some parts of the PAS to achieve its functionalities.
NOTE 3   The PAS is regarded as a safety relevant system whereas communication device is non-safety relevant aid to passengers.

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This document is applicable to brake pipe accelerators designed to vent the brake pipe of railway vehicles when an emergency braking is initiated, without taking the type of vehicles and track-gauge into consideration.
This document specifies the requirements for the design, manufacture and testing of brake pipe accelerators.

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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.

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2021-01-13, JE: TC - Correction of text: 1st sentence of 8.3.3.3.1, 2nd sentence of 8.3.3.3.2 and 2nd sentence of 8.3.3.3

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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.

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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.

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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.

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This document applies to pneumatic half couplings designed to couple either the brake pipes or main reservoir pipes of railway vehicles, without taking the type of vehicles and track-gauge into consideration.
This document gives the requirements for the design, dimensions, testing and quality assurance of pneumatic half couplings.

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This European Standard describes the functionality, constraints, performance and operation of a brake system for use in self propelling thermal and electric trains operating on routes of the European rail system network.
This European Standard covers:
- all new vehicle designs of self-propelling thermal and electric trains being operated at a maximum speed up to 200 km/h, in the following text simply called EMU/DMU;
- all major overhauls of the above-mentioned vehicles if they involve redesigning or extensive alteration to the brake system of the vehicle concerned.
This standard does not cover:
- locomotive hauled trains which are specified by EN 14198;
- mass transit rolling stock which is specified by EN 13452-1;
- high speed trains being operated at speeds greater than 200 km/h which are specified by EN 15734-1.

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