This document specifies requirements for the technical compatibility between pantographs and overhead contact lines, to achieve free access to the lines of the European railway network. NOTE These requirements are defined for a limited number of pantograph types conforming to the requirements in 5.3, together with the geometry and characteristics of compatible overhead contact lines.

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This document specifies requirements for protective provisions against the effects of stray currents, which result from the operation of DC electric traction power supply systems. As several decades' experience has not shown evident corrosion effects from AC electric traction power supply systems, this document only deals with stray currents flowing from a DC electric traction power supply system. This document applies to all metallic fixed installations which form part of the traction system, and also to any other metallic components located in any position in the earth, which can carry stray currents resulting from the operation of the railway system. This document applies to all new DC lines and to all major revisions to existing DC lines. The principles can also be applied to existing electrified transportation systems where it is necessary to consider the effects of stray currents. This document does not specify working rules for maintenance but provides design requirements to allow maintenance. The range of application includes: a) railways, b) guided mass transport systems such as: 1) tramways, 2) elevated and underground railways, 3) mountain railways, 4) magnetically levitated systems, which use a contact line system, and 5) trolleybus systems, c) material transportation systems. This document does not apply to a) electric traction power supply systems in underground mines, b) cranes, transportable platforms and similar transportation equipment on rails, temporary structures (e.g. exhibition structures) in so far as these are not supplied directly from the contact line system and are not endangered by the electric traction power supply system, c) suspended cable cars, d) funicular railways.

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This document specifies requirements for the protective provisions relating to electrical safety in fixed installations, when it is reasonably likely that hazardous voltages or currents will arise for people or equipment, as a result of the mutual interaction of AC and DC electric power supply traction systems. It also applies to all aspects of fixed installations that are necessary to ensure electrical safety during maintenance work within electric power supply traction systems. The mutual interaction can be of any of the following kinds: — parallel running of AC and DC electric traction power supply systems; — crossing of AC and DC electric traction power supply systems; — shared use of tracks, buildings or other structures; — system separation sections between AC and DC electric traction power supply systems. The scope is limited to galvanic, inductive and capacitive coupling of the fundamental frequency voltages and currents and their superposition. This document applies to all new lines, extensions and to all major revisions to existing lines for the following electric traction power supply systems: a) railways; b) guided mass transport systems such as: 1) tramways, 2) elevated and underground railways, 3) mountain railways, 4) magnetically levitated systems, which use a contact line system, 5) trolleybus systems, and 6) electric traction power supply systems for road vehicles, which use an overhead contact line system; c) material transportation systems. The document does not apply to: a) electric traction power supply systems in underground mines; b) cranes, transportable platforms and similar transportation equipment on rails, temporary structures (e.g. exhibition structures) in so far as these are not supplied directly or via transformers from the contact line system and are not endangered by the electric traction power supply system for railways; c) suspended cable cars; d) funicular railways; e) procedures or rules for maintenance. The rules given in this document can also be applied to mutual interaction with non-electrified tracks, if hazardous voltages or currents can arise from AC or DC electric traction power supply systems.

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This document specifies requirements for the protective provisions relating to electrical safety in fixed installations associated with AC and/or DC traction systems and to any installations that can be endangered by the electric traction power supply system. This also includes requirements applicable to vehicles on electrified lines. It also applies to all aspects of fixed installations which are necessary to ensure electrical safety during maintenance work within electric traction power supply systems. This document applies to new electric traction power supply systems and major revisions to electric traction power supply systems for: a) railways; b) guided mass transport systems such as 1) tramways, 2) elevated and underground railways, 3) mountain railways, 4) trolleybus systems, 5) electric traction power supply systems for road vehicles, which use an overhead contact line system, and 6) magnetically levitated systems, which use a contact line system; c) material transportation systems. This document does not apply to: a) electric traction power supply systems in underground mines, b) cranes, transportable platforms and similar transportation equipment on rails, temporary structures (e.g. exhibition structures) in so far as these are not supplied directly or via transformers from the contact line system and are not endangered by the electric traction power supply system, c) suspended cable cars, d) funicular railways, e) existing vehicles. This document does not specify working rules for maintenance. The requirements within this document related to protection against electric shock are applicable to persons only.

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This European Standard specifies the main characteristics of the supply voltages of traction systems, such as traction fixed installations, including auxiliary devices fed by the contact line, and rolling stock, for use in the following applications : – railways; – guided mass transport systems such as tramways, elevated and underground railways mountain railways, and trolleybus systems; – material transportation systems. This European Standard does not apply to – mine traction systems in underground mines, – cranes, transportable platforms and similar transportation equipment on rails, temporary structures (e.g. exhibition structures) in so far as these are not supplied directly or via transformers from the contact line system and are not endangered by the traction power supply system, – suspended cable cars, – funicular railways. This European Standard deals with long term overvoltages as shown in the Annex A.

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This document establishes requirements for the electrical aspects to achieve technical compatibility between rolling stock and electric traction systems, limited to: - co-ordination of protection principles between power supply and traction units, i.e. separation sections, train set current or power limitation, short circuit current discrimination, breaker coordination and use of regenerative braking. - co-ordination of installed power on the line and the power demand of trains, i.e. traction unit power factor, train set current or power limitation, electric system performance, type and characterization. - compatibility assessment relating to harmonics and dynamic effects. Informative values are given for some parts of the existing European railway networks, in annexes. NOTE For those railways within the scope of EU Interoperability Directive, definitive values are set out in the register of infrastructure published in accordance with Article 49 of Directive (EU) 2016/797, and the list of items included in the register is described in the commission decision (EU) 2019/777. The following electric traction systems are within the scope of this document: - railways; - guided mass transport systems that are integrated with railways; - material transport systems that are integrated with railways. Information is given on electrification parameters to enable train operating companies to confirm, after consultation with the rolling stock manufacturers, that risks of non-compatibility are minimized and that there will be no consequential disturbance on the electrification system. The interaction between pantograph and overhead contact line is dealt with in EN 50367:2020. The interaction with the control-command and signalling subsystem is not dealt with in this document. Basic considerations have been included concerning the use of accumulator trains.

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This European Standard specifies the functional requirements for output and accuracy of measurements of the dynamic interaction between pantograph and overhead contact line.

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Simulation techniques are used to assess the dynamic interaction between overhead contact lines and pantographs, as part of the prediction of current collection quality. This document specifies functional requirements for the validation of such simulation methods to ensure confidence in, and mutual acceptance of the results of the simulations. This document deals with: - input and output parameters of the simulation; - comparison with line test measurements, and the characteristics of those line tests; - validation of pantograph models; - comparison between different simulation methods; - limits of application of validated methods to assessments of pantographs and overhead contact lines. This document applies to the current collection from an overhead contact line by pantographs mounted on railway vehicles. It does not apply to trolley bus systems.

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For the purpose of demonstrating compatibility between rolling stock and axle counter detectors, this document defines the interference limits and evaluation methods to verify rolling stock emissions. Wheel sensors and crossing loops are not covered by this document. This document gives recommended individual limits to be applied to establish compatibility between RST and all selected types of axle counter detectors, including any covered by national standards. The list of selected types of axle counters and their limits for compatibility are drawn on the basis of established performance criteria. It is expected that the trend for newly signalled interoperable lines will be fitted with types that meet the compatibility limits published in the TSI CCS Interfaces Document (ERA/ERTMS/033281). To ensure adequate operational availability, it is essential that the rolling stock complies with the defined limits; otherwise, the established availability of the valid output function of axle counter detectors may be compromised. NOTE The influences from metal parts or inductively coupled resonant circuits on the vehicle, eddy current brakes or magnetic brakes, are not covered by this document but are considered on the basis of national technical specifications. For wheel sensors and wheel detectors in other applications than axle counters but utilizing the same rail sensors and detectors, transient and continuous interference can be considered as equivalent to axle counter detectors or axle counter sensors.

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IEC 61375-2-8:2021 applies to all equipment and devices implemented according to IEC 61375-2-3:2015, IEC 61375-2-5:2014 and IEC 61375-3-4:2014, i.e. it covers the procedures to be applied to such equipment and devices when the conformance should be proven. The applicability of this document to a TCN implementation allows for individual conformance checking of the implementation itself, and is a pre-requisite for further interoperability checking between different TCN implementations.

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To replace EN 50215:2009 with IEC 61133:2016 according to SC9XB Decision 53/09

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This document specifies requirements for the shore supply system for auxiliaries and pre-conditioning and the related intermateable connector pairs. This standard specifies the characteristics of the connectors in order to achieve interoperability at the rolling-stock/shore power supply interface. This document does not apply to shore supplies to move the rolling stock.

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This document specifies requirements for prefabricated metal-enclosed traction switchgear for alternating current with traction voltages and frequencies as specified in EN 50163:2004 and used in indoor and outdoor installations. Enclosures may include fixed and removable components and may be filled with fluid (liquid or gas) to provide insulation. NOTE 1 EN 50163 specifies the AC traction systems 15 kV 16,7 Hz and 25 kV 50 Hz. NOTE 2 This document applies to single-phase or two-phase systems. For metal-enclosed traction switchgear containing gas-filled compartments, the design pressure is limited to a maximum of 300 kPa (relative pressure). NOTE 3 EN 62271 203 can be used as a guide for design and testing in case the design pressure of gas-filled compartments exceeds 300 kPa (relative pressure). Components contained in metal-enclosed traction switchgear are to be designed and tested in accordance with their various relevant standards. This document supplements the standards for the individual components regarding their installation in traction switchgear assemblies. This document does not preclude that other equipment may be included in the same enclosure. In such a case, any possible influence of that equipment on the traction switchgear is to be taken into account. NOTE 4 Traction switchgear having an insulation enclosure is covered by EN 62271 201. For definition see there or IEV 441 12 06.

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Revision of EN50155:2017 in order to include, after analysis and evaluation by WG29, the unresolved comments/issues on FprEN 50155, most of which were casted by Fr NC and Fi NC and reported in the document SC9XB_61051vot1_res_ccmc_20170714-Final.doc.

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This document provides to the railway operators, system integrators and product suppliers, with guidance and specifications on how cybersecurity will be managed in the context of the EN 50126-1 RAMS lifecycle process. This document aims at the implementation of a consistent approach to the management of the security of the railway systems. This document can also be applied to the security assurance of systems and components/equipment developed independently of EN 50126. This document applies to Communications, Signalling and Processing domain, to Rolling Stock and to Fixed Installations domains. It provides references to models and concepts from which requirements and recommendations can be derived and that are suitable to ensure that the residual risk from security threats is identified, supervised and managed to an acceptable level by the railway system duty holder. It presents the underlying security assumptions in a structured manner. This document does not address functional safety requirements for railway systems but rather additional requirements arising from threats and related security vulnerabilities and for which specific measures and activities need to be taken and managed throughout the lifecycle. The aim of this technical specification is to ensure that the RAMS characteristics of railway systems / subsystems / equipment cannot be reduced, lost or compromised in the case of intentional attacks. The security models, the concepts and the risk assessment process described in this document are based on or derived from IEC 62443 series standards. In particular, this document is consistent with the application of security management requirements contained within the IEC 62443-2-1 and which are based on EN ISO 27001 and EN ISO 27002

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This document specifies the tests for the current collectors to enable current collection from the third or fourth rail system as well as associated fuses and short circuit devices. It also specifies the general assembly characteristics to be applied to current collectors. This document is applicable to all types of vehicles with third or fourth rail current collectors. This document does not apply to roof mounted pantographs.

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The scope of this document is to guide users of the EN 45545 series, particularly EN 45545 2:2013+A1:2015 and EN 45545 5:2013+A1:2015, in the application of these standards in designing and assessing NiCd batteries on board trains for their fire protection measures. The scope of this document excludes any new requirements, considering only the requirements stated by the above listed standards. However, EN 45545 being generic requirements and not specifically referring to NiCd batteries, this guide helps the application for those batteries.

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This document describes from an ergonomic point of view how non ETCS information are arranged and displayed on the CCD. More specifically, it covers information that is not within the scope of ERA document ERA_ERTMS_015560. This document describes two possible technologies for implementing the ETCS DMI namely touch screen and soft key. National systems not integrated within ETCS DMI are not within the scope of this document. Redundancy concepts are not within the scope of this document.

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This document describes from an ergonomic point of view how GSM-R information will be arranged and displayed. More specifically it covers information that is out of the scope of ERA document ERA_ERTMS_015560. This document describes more ergonomic details than currently provided by the GSM-R specifications. This document defines the ergonomics for the Driver-Machine Interface (DMI) for the stand alone ERTMS/GSM-R Voice Radio Systems.

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This document describes how ERTMS and non-ERTMS information will be arranged and displayed from an ergonomic point of view. More specifically, it covers information that is out of the scope of ERA_ERTMS_015560. This document describes more ergonomic details than currently provided by the ERTMS/GSM-R specifications. This document defines the ergonomics for the Driver-Machine Interface (DMI) for the following applications: - stand-alone ERTMS/GSM-R Train Radio Systems; - non-ERTMS/ETCS Train Control Systems; - other technical systems currently provided on the rolling stock. The ergonomics covers: - the general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy), - the symbols, - the audible information, - the data entry arrangements. This document is limited to ergonomic considerations and does not define the technology to be used for the implementation but it does give guidelines about how to implement the requirements using different technology types (soft keys, touch screen device, LCD, electromechanical instruments, indicator lamps, etc.). This document is applicable to all trains fitted with the ERTMS/ETCS and also to trains fitted with train radio (GSM-R) DMI. The scope of this document is to define ergonomic principles for the interface between the driver and the above listed applications. TDD is out of scope of the CLC/TS 50459 series. For human factor items, such as display of information, display location, viewing angles and organization of the screens, see EN 16186 series.

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This document provides requirements for electrical safety for: - dead working on an overhead contact line system; - working activities near an overhead contact line system when it is live. It applies to all work activities in relation to electrical hazards only. This document is applicable to overhead contact line systems with the following nominal voltages: - 1,5 kV and 3 kV dc; - 15 kV, 2x15 kV, 25 kV and 2x25 kV ac. It also provides requirements for work activities that can give rise to electrical hazards from the return circuit. This document does not cover electrical risk arising from: - live working on overhead contact line systems (live working can be carried out according to national requirements and practices); - working on or near other electrical sources. If there are no other rules or procedures, this document could be applied to overhead contact line systems with other nominal voltages.

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This document specifies requirements for the shore supply system for auxiliaries and pre-conditioning and the related intermateable connector pairs. This standard specifies the characteristics of the connectors in order to achieve interoperability at the rolling-stock/shore power supply interface. This document does not apply to shore supplies to move the rolling stock.

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This document specifies requirements for the technical compatibility between pantographs and overhead contact lines, to achieve free access to the lines of the European railway network. NOTE These requirements are defined for a limited number of pantograph types conforming to the requirements in 5.3, together with the geometry and characteristics of compatible overhead contact lines.

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Unchanged with respect to the current edition EN 50128:2011. Scope of the amendment: - Alignment with EN 50126-1:2017, EN 50126-2:2017 and EN 50129:2018 together with minor corrections

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This document defines, for the purpose of ensuring compatibility between rolling stock and track circuits, the limits for interference current emissions from rolling stock. The measurement and evaluation methods for verifying conformity of rolling stock to these limits are presented in a dedicated annex. The interference limits are only applicable to rolling stock that is intended to run on lines exclusively equipped with preferred track circuits listed in this document. The rolling stock test methodology (infrastructure conditions, test configurations, operational conditions, etc.) presented in this document is applicable to establish compatibility with any track circuits. This document gives guidance on the derivation of interference current limits specified for rolling stock and defines measurement methods and evaluation criteria in a dedicated annex. This document defines: a) a set of interference current limits for RST (Rolling Stock) applicable for each of the following types of traction system: 1) DC (750 V, 1,5 kV and 3 kV); 2) 16,7 Hz AC; 3) 50 Hz AC; b) methodology for the demonstration of compatibility between rolling stock and track circuits; c) measurement method to verify interference current limits and evaluation criteria. NOTE 1 The basic parameters of track circuits associated with the interference current limits for RST are not in the scope of this document. NOTE 2 Any phenomena linked to traction power supply and associated protection (over voltage, short-circuit current, under- and over-voltage if regenerative brakes are used) is part of the track circuit design and outside the scope of this document.

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CCMC - reference corrected.
2019-09-18 mah: no xml because AC

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TC - Engllish version only; editorial corrections in 4.3.3.4, C.4.5 and E.2.

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In accordance with the ERTMS/ETCS specifications, Subset 121, UIC 612 leaflet, ERA_ERTMS_015560 document, EN 50126 and EN 61375 series requirements, this Technical Report describes the Train Display System (TDS) in the driver’s cab, and the link between the TDS/TDC and some of its interfaces (Blue box and blue links only): [figure] Figure 1 - Functional architecture The scope of this document is to define the functional architecture around the TDC. This Technical Report excludes the following items: - Communication protocols (e.g. EN 61375 series); - Ergonomic aspects; - Interface with ETCS (Subset 121); - Train functions; - GSM-R EIRENE functions; - Use of the displays as terminals for maintenance purpose.

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IEC - IEC parallel corrigendum.

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This European Standard defines the process, protective measures and demonstration of safety in accordance with EN 50126 for the conventional electric traction system of railways applications. The standard can also apply to guided mass transport systems and trolleybus systems. All these systems can be elevated, at-grade and underground. Other systems including those listed below were not assessed. For similar technology and similar hazardous scenarios the safety considerations of this standard can be applied as a guideline where applicable. - underground mine traction systems, - cranes, transportable platforms and similar transportation equipment on rails, temporary structures (e.g. exhibition structures) in so far as these are not supplied directly or via transformers from the contact line system and are not endangered by the traction power supply system, - suspended cable cars, - funicular railways, - magnetic levitated systems, - railways with inductive power with inductive contactless transmission of the energy from the electric traction power supply system to the electrically powered traction unit, - railways with buried contact line system that is required to be energised only below the train to ensure safety, This European Standard applies to conventional electric traction systems, which are new or are undergoing major changes on new or existing lines.

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This part 2 of EN 50126 - considers the safety-related generic aspects of the RAMS life-cycle; - defines methods and tools which are independent of the actual technology of the systems and subsystems; - provides: - the user of the standard with the understanding of the system approach to safety which is a key concept of EN 50126; - methods to derive the safety requirements and their safety integrity requirements for the system and to apportion them to the subsystems; - methods to derive the safety integrity levels (SIL) for the safety-related electronic functions. NOTE This standard does not allow the allocation of safety integrity levels to non-electronic functions. - provides guidance and methods for the following areas: - safety process; - safety demonstration and acceptance; - organisation and independence of roles; - risk assessment; - specification of safety requirements; - apportionment of functional safety requirements; - design and implementation. - provides the user of this standard with the methods to assure safety with respect to the system under consideration and its interactions; - provides guidance about the definition of the system under consideration, including identification of the interfaces and the interactions of this system with its subsystems or other systems, in order to conduct the risk analysis; - does not define: - RAMS targets, quantities, requirements or solutions for specific railway applications; - rules or processes pertaining to the certification of railway products against the requirements of this standard; - an approval process by the safety authority. This part 2 of EN 50126 is applicable to railway applications fields, namely Command, Control and Signalling, Rolling Stock and Fixed Installations, and specifically: - to the specification and demonstration of safety for all railway applications and at all levels of such an application, as appropriate, from complete railway systems to major systems and to individual and combined sub-systems and components within these major systems, including those containing software, in particular: - to new systems; - to new systems integrated into existing systems already accepted, but only to the extent and insofar as the new system with the new functionality is being integrated. It is otherwise not applicable to any unmodified aspects of the existing system; - as far as reasonably practicable, to modifications and extensions of existing systems accepted prior to the creation of this standard, but only to the extent and insofar as existing systems are being modified. It is otherwise not applicable to any unmodified aspect of the existing system; - at all relevant phases of the life-cycle of an application; - for use by railway duty holders and the railway suppliers. It is not required to apply this standard to existing systems which remain unmodified, including those systems already compliant with any former version of EN 50126. The process defined by this European Standard assumes that railway duty holders and railway suppliers have business-level policies addressing Quality, Performance and Safety. The approach defined in this standard is consistent with the application of quality management requirements contained within EN ISO 9001.

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This part 1 of EN 50126 - considers RAMS, understood as reliability, availability, maintainability and safety and their interaction; - considers the generic aspects of the RAMS life cycle. The guidance in this part can still be used in the application of specific standards; - defines: - a process, based on the system life cycle and tasks within it, for managing RAMS; - a systematic process, tailorable to the type and size of the system under consideration, for specifying requirements for RAMS and demonstrating that these requirements are achieved; - addresses railway specifics; - enables conflicts between RAMS elements to be controlled and managed effectively; - does not define: - RAMS targets, quantities, requirements or solutions for specific railway applications; - rules or processes pertaining to the certification of railway products against the requirements of this standard; - an approval process for the railway stakeholders. This part 1 of EN 50126 is applicable to railway application fields, namely Command, Control and Signalling, Rolling Stock and Fixed Installations, and specifically: - to the specification and demonstration of RAMS for all railway applications and at all levels of such an application, as appropriate, from complete railway systems to major systems and to individual and combined subsystems and components within these major systems, including those containing software; in particular: - to new systems; - to new systems integrated into existing systems already accepted, but only to the extent and insofar as the new system with the new functionality is being integrated. It is otherwise not applicable to any unmodified aspects of the existing system; - as far as reasonably practicable, to modifications and extensions of existing systems already accepted, but only to the extent and insofar as existing systems are being modified. It is otherwise not applicable to any unmodified aspect of the existing system; - at all relevant phases of the life cycle of an application; - for use by railway duty holders and the railway suppliers. It is not required to apply this standard to existing systems which remain unmodified, including those systems already compliant with any former version of EN 50126. The process defined by this European Standard assumes that railway duty holders and railway suppliers have business-level policies addressing Quality, Performance and Safety. The approach defined in this standard is consistent with the application of quality management requirements contained within EN ISO 9001.

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This European Standard specifies the conformity assessment arrangements for newly manufactured EMS installed on a traction unit. This includes the integration conformity assessment and installation conformity assessment. In addition, this document also specifies the conformity assessment procedures for device and ancillary component replacement (e.g. due to damage in service), and periodic check to verify the EMS conformity assessment remains valid. This European Standard does not include elements related to conformity assessment aspects other than design review and testing provisions for the products, processes or services specified. Consequently, this part does not delete, change or interpret the general requirements for conformity assessment procedures and vocabulary detailed in EN/ISO/IEC 17000. This European Standard does not cover the conformity assessment schemes that, according to the CEN-CENELEC Internal Regulations, are the responsibility of ISO policy committee "Committee on conformity assessment" (ISO/CASCO).

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This European Standard covers the requirements applicable to the Energy Measurement Function (EMF) of an Energy Measurement System (EMS) for use on board traction units for measurement of energy supplied directly from/to the Contact Line system. This European Standard also gives requirements for the Current Measurement Function (e.g. current sensor), the Voltage Measurement Function (e.g. voltage sensor) and the Energy Calculation Function (e.g. energy meter). The Conformity Assessment arrangements for the Voltage Measurement Function, Current Measurement Function, the Energy Calculation Function and a complete Energy Measurement Function are also specified in this document. The standard has been developed taking into account that in some applications the EMF can be subjected to legal metrological control. All relevant metrological aspects are covered in this part. Figure 2 shows the flow between the functional blocks of the EMF. Only connections between the functional blocks required by this standard are displayed. (...)

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This European Standard describes the primary purpose of the EMS, which is to meter energy consumption for billing and provide compiled energy billing data (CEBD) to a DCS. The EMS may also be used for other functions such as energy management. In addition, this European Standard also describes the primary purpose of a DCS and its interactions with an EMS and settlement system. This part of EN 50463: - gives requirements for the complete Energy Measurement System and also requirements for all devices implementing one or more functions of the Energy Measurement System; - applies to newly manufactured Energy Measurement Systems for use on board railway traction units, powered by AC. and/or DC. supply voltages as listed in EN 50163; - does not apply to portable Energy Measurement Systems.

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This European Standard covers the requirements applicable to the Data Handling System (DHS) of an Energy Measurement System (EMS). This document also includes the basic requirements for the Data Collecting System (DCS) on-ground, relating to the acquisition and storage and export of Compiled Energy Billing Data (CEBD). The Conformity Assessment arrangements for the DHS and the DCS are specified in this document. The settlement system is outside the scope of this standard, and the specification of the interface between DCS and settlement system is outside the scope of this standard.

  • Standard
    38 pages
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This European Standard applies to the on board and on board to ground communication services, i.e. it covers the data communication using digital interfaces: a) between functions implemented within the EMS; b) between EMS function and other on board subsystems; c) between EMS and ground communication services. The on board data communication services of the EMS cover the data exchange between functions of the EMS and the data exchange between EMS and other on board units, where data are exchanged using a communications protocol stack over a dedicated physical interface or a shared communication network. The on board to ground communication services cover the wireless data communication between the DHS and the on ground server. Furthermore, this document includes conformity assessment requirements.

  • Standard
    165 pages
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1.1 This European Standard specifies the process and technical requirements for the development of software for programmable electronic systems for use in rolling stock applications. Outside the scope of this standard is software that: - is part of signalling equipment (CENELEC sub-committee SC9XA applications) installed on board trains, or - does not contribute to, and is segregated from Rolling Stock operational functions. 1.2 This European Standard is applicable exclusively to software and the interaction between software and the system of which it is part. 1.3 Entry intentionally left empty 1.4 This European Standard applies to safety-related as well as non-safety-related software, including for example: - application programming, - operating systems, - support tools, - firmware. Application programming comprises high level programming, low level programming and special purpose programming (for example: programmable logic controller ladder logic). 1.5 This European Standard also addresses the use of pre-existing software and tools. Such software may be used, if the specific requirements in 7.3.4.7 and 6.5.4.16 on pre-existing software and for tools in 6.7 are fulfilled. 1.6 Software developed according to a valid version of EN 50128 is considered as compliant to this standard. Software previously developed in accordance with any version of EN 50128 is also considered as compliant and not subject to the requirements on pre-existing software. SIL1-SIL4 software developed under EN 50657 also complies with EN 50128:2011. 1.7 This European Standard considers that modern application design often makes use of software that is suitable as a basis for various applications. Such software is then configured by application data for producing the executable software for the application. This European Standard applies to such software. In addition, specific requirements for application data will be given. 1.8 Entry intentionally left empty 1.9 This European Standard is not intended to be retrospective. It therefore applies primarily to new developments and only applies in its entirety to existing systems if these are subjected to major modifications. For minor changes, only 9.2 applies. However, application of this European Standard during upgrades and maintenance of existing software is recommended. 1.10 The relevant sections of this software standard are also applicable to programmable components (e.g. FPGA and CPLD), in addition to the applicable hardware standard (e.g. EN 50129, EN 50155, EN 61508 2). However, requirements of this software standard that are already covered by the applicable hardware standard do not need to be re-addressed. When it is possible to exhaustively test the programmable logic for all possible inputs and internal logic states, this European Standard does not apply.

  • Standard
    140 pages
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This European Standard applies to: - fixed installations (downstream of the secondary of the substation transformer) and rolling stock equipment linked to the contact line of one of the systems defined in EN 50163; - rolling stock equipment linked to a train line. This European Standard gives simulation and/or test requirements for protection against transient overvoltages of such equipment. Long-term overvoltages are not addressed in this document.

  • Standard
    14 pages
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This European Standard deals with insulation coordination in railways. It applies to equipment for use in signalling, rolling stock and fixed installations. Insulation coordination is concerned with the selection, dimensioning and correlation of insulation both within and between items of equipment. In dimensioning insulation, electrical stresses and environmental conditions are taken into account. For the same conditions and stresses, these dimensions are the same. An objective of insulation coordination is to avoid unnecessary over dimensioning of insulation. This standard specifies: - requirements for clearances and creepage distances for equipment; - general requirements for tests pertaining to insulation coordination. The term equipment relates to a section as defined in 3.3 it may apply to a system, a sub-system, an apparatus, a part of an apparatus, or a physical realization of an equipotential line. This standard does not deal with: - distances through solid or liquid insulation; - distances through gases other than air; - distances through air not at atmospheric pressure; - equipment used under extreme conditions. Product standards should align with this generic standard. However, they may require, with justification, different requirements due to safety and/or reliability reasons, e.g. for signalling, and/or particular operating conditions of the equipment itself, e.g. overhead contact lines which should comply with EN 50119. This standard also gives provisions for dielectric tests (type tests or routine tests) on equipment (see Annex B). NOTE For safety critical systems, specific requirements are needed. These requirements are given in the product specific signalling standard EN 50129.

  • Standard
    54 pages
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This European Standard is applicable to new low voltage devices for measurement, control and protection which are: - for indoor or outdoor fixed installations in traction systems, and - operated in conjunction with high voltage equipment with an a.c. line voltage and frequency as specified in EN 50163. NOTE EN 50163 specifies the a.c. traction systems 15 kV 16,7 Hz and 25 kV 50 Hz. This European Standard also applies to measurement, control and protective devices other than low voltage devices and not covered by a specific railway product standard as far as reasonably possible. Requirements of this document prevail.

  • Standard
    19 pages
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This European Standard is intended to define the electromagnetic environment of the whole railway system including urban mass transit and light rail system. It describes the measurement method to verify the emissions, and gives the cartography values of the fields most frequently encountered. This European Standard specifies the emission limits of the whole railway system to the outside world. The emission parameters refer to the particular measuring points defined in Clause 5. These emissions should be assumed to exist at all points in the vertical planes which are 10 m from the centre lines of the outer electrified railway tracks, or 10 m from the fence of the substations. Also, the zones above and below the railway system may be affected by electromagnetic emissions and particular cases need to be considered individually. These specific provisions need to be used in conjunction with the general provisions in EN 50121-1. For existing railway lines, it is assumed that compliance with the emission requirements of EN 50121-3-1, EN 50121-3-2, EN 50121-4 and EN 50121 5 will ensure the compliance with the emission values given in this part. For newly build railway systems it is best practice to provide compliance to the emission limits given in this part of the standard (as defined in the EMC plan according to EN 50121-1).

  • Standard
    25 pages
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This European standard outlines the structure and the content of the whole set. It specifies the performance criteria applicable to the whole standards series. Clause 5 provides information about the EMC management. This part alone is not sufficient to give presumption of conformity to the essential requirements of the EMC-Directive and is intended to be used in conjunction with other parts of this standard. Annex A describes the characteristics of the railway system which affect electromagnetic compatibility (EMC) behaviour. Phenomena excluded from the set are Nuclear EM pulse, abnormal operating conditions (e.g. fault conditions) and the induction effects of direct lightning strike. Emission limits at the railway system boundary do not apply to intentional transmitters within the railway system boundaries. Safety considerations are not covered by this set of standards. The biological effects of non-ionizing radiation as well as apparatus for medical assistance, such as pacemakers, are not considered here.

  • Standard
    13 pages
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The scope of this document is the definition of the functional interface between TDC and other train systems. These other train systems are the train systems (different from ETCS (Subset 121) and DMIs) from the TDC point of view. The functional interface deals with data exchanged between TDC and these train systems. The TDC is defined in document CLC/TR 50542-1.

  • Technical report
    11 pages
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The scope of this Technical Report is the definition of the functional interface between TDC and DMIs. See Figure 1 - TDC DMI functional interface. The DMIs are those defined and considered in CLC/TR 50542-1. The TDC is defined in CLC/TR 50542-1. NOTE The conversion of physical signals into numerical representation is out of the scope.

  • Technical report
    13 pages
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This European standard defines, for the purpose of ensuring compatibility between rolling stock and axle counter systems, the measurement and evaluation methods of rolling stock emissions to demonstrate compatibility. The established limits for compatibility are defined as magnetic field strength that can disturb the axle counter detectors, as part of the axle counter system. In the relevant frequency range of the axle counter detectors the magnetic field is dominant and only this type of field is considered. Experience has shown that the effects of electric fields are insignificant and therefore not considered. For axle counters systems whose limits are not defined in terms of magnetic fields at a detector level, National Rules apply where they exist. NOTE The influence from metal parts or inductively coupled resonant circuits on the vehicle, eddy current brakes or magnetic brakes is out of the scope of this EN. Compatibility is established through individual testing according to the EN 50238 series or National Notified Technical Rules.

  • Standard
    24 pages
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