ŽEN - Electrical applications for railways

Unchanged with respect to the current edition CLC/TS 50459-2:2015.
Scope of the revision:
- to update general principles for the presentation of ERTMS/ETCS/GSM-R information correlated with ERA_ERTMS_015560 v3.4.0:2016,
- to update ergonomic arrangements with EN 16186-1:2014, EN 16186-2:2017, EN 16186-3:2016
- to harmonize layout with existing and on supplier side well-established solutions and enhancement of touch-layout
- to update in accordance to the Results of the outcome of the Rascop DMI ad’hoc group

Unchanged with respect to the current edition CLC/TS 50459-1:2015.
Scope of the revision:
- to update general principles for the presentation of ERTMS/ETCS/GSM-R information correlated with ERA_ERTMS_015560 v3.4.0:2016,
- to update ergonomic arrangements with EN 16186-1:2014, EN 16186-2:2017, EN 16186-3:2016
- to update in accordance to the Results of the outcome of the Rascop DMI ad’hoc group

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.

Unchanged with respect to the current edition CLC/TS 50459-3:2016.
Scope of the revision:
- to update general principles for the presentation of ERTMS/ETCS/GSM-R information correlated with ERA_ERTMS_015560 v3.4.0:2016,
- to update ergonomic arrangements with EN 16186-1:2014, EN 16186-2:2017, EN 16186-3:2016
- to revise pictures and layouts
- to update in accordance to the Results of the outcome of the Rascop DMI ad’hoc group

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 referred to NiCd batteries, this guide helps the application for those batteries.

This European Standard describes a process to demonstrate compatibility between Rolling Stock (RST) and Train Detection Systems (TDS) for specific routes. It references the methods of measurement of interference currents and magnetic fields, the methods of measurement of the susceptibility of train detection systems and the characterization of traction power supplies. The process described in this standard is equally applicable to mainline, lightrail and metro type railways.
The basic parameters of compatibility for mainline railways are covered by the ERA Interface document (ERA/ERTMS/033281).
It should be noted that the demonstration of compatibility between the rolling stock and infrastructure with respect to physical dimensions is not detailed in this standard.
Under the Interoperability Directive, two stages of compatibility are defined. The first stage is for authorization for putting into service against generic limits, and the second stage - for putting into use, when specific limits for compatibility with TDS are addressed which are outside the general limits or non interoperable TDS are installed on the line over which the RST will run.
Compatibility requirements for non-mainline or isolated light rail/metro type lines are addressed in one stage of authorization.
This European Standard is not generally applicable to those combinations of rolling stock, traction power supply and train detection system which were accepted as compatible prior to the issue of this European Standard. However, as far as is reasonably practicable, this European Standard may be applied to modifications of rolling stock, traction power supply or train detection systems which may affect compatibility.

This standard specifies functional requirements for non-UGTMS signalling and control systems in the field of urban rail systems which are along off-street alignment and which operate to “line of sight” or automatic block signalling with intermittent train control.
The standard is restricted to Functional Requirements to which allow users to define more specific requirements based on the given frame of the system requirements at top level. This standard is not applicable to command and control systems for urban rail using continuous data transmission and continuous supervision of train movements by train protection profile already covered by IEC 62290 (UGTMS).

The scope of this document is to define requirements for the shore supply system for auxiliaries and pre-conditioning and the related intermateable connector pairs.
Shore supplies to move the rolling stock are outside the scope of this document.

This European Standard specifies requirements for the interaction between pantographs and overhead contact lines, to achieve to achieve free access.
NOTE   These requirements are defined for a limited number of pantograph types, referred to as an 'interoperable pantograph' according to 5.3, together with the geometry and characteristics of compatible overhead contact lines.
This European Standard describes parameters and values for planned and future lines.
Annex B gives some parameters for existing lines (informative).

Unchanged with respect to the current edition CLC/TS 50238-2:2015.
Scope of the revision:
- to include the corrigendum CLC/TS 50238-2:2015/AC:2016-07,
- to correct editorial errors and to align definition of terms with EN 50238 series, EN 50617 series, IEV 60050-
811:2017 and IEV 60050-821:2017,
- to update Annex A "Interference current limits for Rolling Stock"
- to review the need of Annex B "Rolling Stock Interference Evaluation methods"

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

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.

This part of IEC 62290 specifies the system architecture for Urban Guided Transport
Management and Command/Control systems (UGTMS) as defined in IEC 62290-1 and
IEC 62290-2, and the allocation of functions and requirements defined in IEC 62290-2 to the
different UGTMS subsystems (designated as system constituents in IEC 62290-1 and
IEC 62290-2), for use in urban guided passenger transport lines and networks.
This document is applicable for new lines or for upgrading existing signalling and command
control systems.
This document is applicable to applications using:
• continuous data transmission
• continuous supervision of train movements by train protection profile
• localisation by reporting trains, and optionally by external wayside equipment for nonreporting
ones (e.g. in case of mixed operation or degraded operation)
This document is not applicable to existing command and control systems or projects in
progress prior to the effective date of this document.
The functional allocations of the UGTMS subsystems are mandatory (forming a sort of core
system) or optional, according to the mandatory/optional functions and requirements defined
in IEC 62290-2.
This document is applicable as a basis to define FIS and FFFIS. For specific applications,
some elements may be added to meet the requirements coming from additional functions or
equipment.

TAN - // IEC Corrigendum

In addition to the general requirements of IEC 60077-2, this part of IEC 60077 gives rules for
AC circuit-breakers, the main contacts of which are connected to AC overhead contact lines;
the nominal voltage of these circuits being in accordance with IEC 60850.
This document, together with IEC 60077-2, states specifically:
a) the characteristics of the circuit-breakers;
b) the service conditions with which circuit-breakers comply with reference to:
– operation and behaviour in normal service;
– operation and behaviour in short-circuit;
– dielectric properties;
c) the tests for confirming the compliance of the components with the characteristics under
the service conditions and the methods to be adopted for these tests;
d) the information to be marked on, or given with the circuit-breaker.
NOTE 1 Circuit-breakers which are dealt with in this document can be provided with devices for automatic
opening under pre-determined conditions other than those of overcurrent, for example, undervoltage and reversal
of power flow direction. This document does not deal with the verification of operation under such predetermined
conditions.
NOTE 2 The incorporation of electronic components or electronic sub-assemblies into electrotechnical components
is now common practice.
Although this document is not applicable to electronic equipment, the presence of electronic components does not
provide a reason to exclude such electrotechnical components from the scope.
Electronic sub-assemblies included in the circuit-breakers comply with the relevant standard for electronics
(IEC 60571).
NOTE 3 Certain of these rules, after agreement between the user and the manufacturer, are used for
electrotechnical components installed on vehicles other than rail rolling stock such as mine locomotives,
trolleybuses, etc. In this case, particular additional requirements can be necessary.
This document does not cover industrial circuit-breakers which comply with IEC 62271-100.
For these, in order to ensure satisfactory operation, this document is used to specify only the
particular requirements for rolling stock. In such cases, a specific document states the
additional requirements with which the industrial circuit-breakers comply, for example:
– either to be adapted (e.g. for control voltage, environmental conditions, etc.);
– or to be installed and used so that they do not have to endure specific rolling stock
conditions;
– or to be additionally tested to prove that these components can withstand satisfactorily the
rolling stock conditions.

In addition to the general requirements of NEN-EN-IEC 60077-2, NEN-EN-IEC 60077-3 gives the rules for circuit-breakers, the main contacts of which are connected to DC power and/or auxiliary circuits. The nominal voltage of these circuits does not exceed 3 000 V DC according to IEC 60850. This part of IEC 60077, together with IEC 60077-2, states specifically: a) the characteristics of the circuit-breakers; b) the service conditions with which circuit-breakers complies with reference to: - operation and behaviour in normal service; - operation and behaviour in the case of short circuit; - dielectric properties; c) the tests for confirming the compliance of the components with the characteristics under the service conditions and the methods to be adopted for these tests; d) the information to be marked on, or given with, the circuit breaker.

This European Standard applies to electric traction overhead contact line systems in heavy railways, light railways, trolley busses and industrial railways of public and private operators.
It applies to new installations of overhead contact line systems and for the complete reconstruction of existing overhead contact line systems.
This standard contains the requirements and tests for the design of overhead contact lines, requirements for structures and their structural calculations and verifications as well as the requirements and tests for the design of assemblies and individual parts.
This standard does not provide requirements for conductor rail systems where the conductor rails are located adjacent to the running rails.

The purpose of NEN-EN-IEC 60077-5 is to give additional or amended rules for high voltage (HV) fuses as a supplement to those given by IEC 60077-2. The high voltage fuses concerned are those connected into power and/or auxiliary circuits. The nominal voltage of these circuits lies between 600 V DC and 3 000 V DC, according to IEC 60850. These fuses can also be used in auxiliary AC circuits up to a nominal voltage of 1500 V. This document together with IEC 60077-2 states specifically: a) the characteristics of the fuses; b) the service conditions with which the fuses comply with reference to: - operation and behaviour in normal service; - operation and behaviour in case of short circuit; - dielectric properties. c) the tests intended for confirming the compliance of the fuse with the characteristics under the service conditions and the methods adopted for these tests; d) the information marked on, or given with, the fuse. This document does not cover parallel connection of fuses. During preparation of this document, IEC 60269-1 and IEC 60282-1 have been considered and their requirements have been kept as far as possible. This document makes reference to the general rules for electrotechnical components given in IEC 60077-2, but for general conditions reference is made directly to IEC 60077-1.

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

The main purpose of this standard is the support of rolling stock procurement, especially in light of life cycle cost (LCC) assessment.
This European Standard is applicable to the specification and verification of energy consumption of railway rolling stock. It establishes a criterion for the energy consumption of rolling stock to calculate the total net energy consumed, either at current collector or from the fuel tank, over a predefined service profile, in order to assure that the results are directly comparable or representative of the real operation of the train. For this purpose, this document takes into account the energy consumed and regenerated by the rolling stock.
This European Standard provides the framework that gives guidance on the generation of comparable energy performance values for trains and locomotives on a common basis and thereby supports benchmarking and improvement of the energy efficiency of rail vehicles.
This European Standard does not cover specification for comparison of energy consumption with other modes of transportation, or even for comparison between diesel and electric traction, covering only the energy consumption of the railway rolling stock itself.

This European Standard specifies requirements for the acceptance of simulation tools used for the assessment of design of traction power supply systems.
The simulation results allow the calculation of quality indexes requested by EN 50388:2012, Clause 8.
This European Standard is applicable to the simulation of AC and DC traction power supply systems, including lines defined in the TSIs.
This European Standard does not deal with validation of simulation tools by measurement.
The minimum required functionalities are described in this European Standard (Clauses 5, 6, 7 and 8). The previous statement is valid regardless of how many additional functions the simulation tool has, e.g. energy efficiency, advanced regenerative braking, calculation of load angles...
NOTE   A new test case will be drafted considering metro, tramways and trolleybuses using 600 V - 750 V DC. Until this test case is available, this standard can also be applied to subway, tram and trolley bus systems. This test case will also integrate rail systems using 750 V.
Additionally, the application of the standard ensures that the output data of different simulation tools are consistent when they are using the same set of input data.
This European Standard only applies to the simulation of traction power supply systems characteristics at their nominal frequency for AC or DC systems. It does not apply to harmonic, electrical safety or electromagnetic compatibility studies over a wide frequency spectrum.
This European Standard does not mandate the use of a particular simulation tool in order to validate the design of a traction power supply system.
This standard has not the purpose to avoid the need for the experience of a skilled power supply designer, as well as the fulfilment of other standards like EN 50388.

This European Standard applies to emission and immunity aspects of EMC for electrical and electronic apparatus intended for use on railway rolling stock. EN 50121-3-2 applies for the integration of apparatus on rolling stock.
The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified.
The application of tests shall depend on the particular apparatus, its configuration, its ports, its technology and its operating conditions.
This standard takes into account the internal environment of the railway rolling stock and the external environment of the railway, and interference to the apparatus from equipment such as hand-held radio-transmitters.
If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard is not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU.
Immunity limits do not apply in the exclusion bands as defined in the corresponding EMC related standard for radio equipment.
This standard does not apply to transient emissions when starting or stopping the apparatus.
The objective of this standard is to define limits and test methods for electromagnetic emissions and immunity test requirements in relation to conducted and radiated disturbances.
These limits and tests represent essential electromagnetic compatibility requirements.
Emission requirements have been selected so as to ensure that disturbances generated by the apparatus operated normally on railway rolling stock do not exceed a level which could prevent other apparatus from operating as intended. The emission limits given in this standard take precedence over emission requirements for individual apparatus on board the rolling stock given in other standards.
Likewise, the immunity requirements have been selected so as to ensure an adequate level of immunity for rolling stock apparatus.
The levels do not however cover all cases which may occur with an extremely low probability of occurrence in any location. Specific requirements which deviate from this standard shall be specified.
Test requirements are specified for each port considered.
These specific provisions are to be used in conjunction with the general provisions in EN 50121-1.

This European Standard applies to emission and immunity aspects of EMC for electrical and electronic apparatus and systems intended for use in railway fixed installations for power supply. This includes the power feed to the apparatus, the apparatus itself with its protective control circuits, trackside items such as switching stations, power autotransformers, booster transformers, substation power switchgear and power switchgear to other longitudinal and local supplies.
Filters operating at railway system voltage (for example, for harmonic suppression or power factor correction) are not included in this standard since each site has special requirements. Filters would normally have separate enclosures with separate rules for access. If electromagnetic limits are required, these will appear in the specification for the equipment.
If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard are not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU.
The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified.
Emission and immunity limits are given for items of apparatus which are situated:
a) within the boundary of a substation which delivers electric power to a railway;
b) beside the track for the purpose of controlling or regulating the railway power supply, including power factor correction;
c) along the track for the purpose of supplying electrical power to the railway other than by means of the conductors used for contact current collection, and associated return conductors. Included are high voltage feeder systems within the boundary of the railway which supply substations at which the voltage is reduced to the railway system voltage;
d) beside the track for controlling or regulating electric power supplies to ancillary railway uses. This category includes power supplies to marshalling yards, maintenance depots and stations;
e) various other non-traction power supplies from railway sources which are shared with railway traction.
The immunity levels given in this standard apply for:
- vital equipment such as protection devices;
- equipment having connections to the traction power conductors;
- apparatus inside the 3 m zone;
- ports of apparatus inside the 10 m zone with connection inside the 3 m zone;
- ports of apparatus inside the 10 m zone with cable length > 30 m.
Apparatus and systems which are in an environment which can be described as residential, commercial or light industry, even when placed within the physical boundary of the railway substation, shall comply with EN 61000-6-1:2007 for immunity and EN 61000-6-3:2007 for emission requirements.
Excluded from the immunity requirements of this standard is power supply apparatus which is intrinsically immune to the tests defined in Tables 1 to 6.
NOTE An example is an 18 MVA 230 kV to 25 kV power supply transformer.
These specific provisions are to be used in conjunction with the general provisions in EN 50121-1.
This part of the standard covers requirements for both apparatus and fixed installations. The sections for fixed installations are not relevant for CE marking.

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 European Standard specifies functional requirements for the validation of such simulation methods to ensure confidence in, and mutual acceptance of the results of the simulations.
This standard deals with:
-   input and output parameters of the simulation,
-   comparison with line test measurements, and the characteristics of those line tests,
-   comparison between different simulation methods, and
-   limits of application of validated methods to assessments of pantographs and overhead contact lines
This standard applies to the current collection from an overhead contact line by pantographs mounted on railway vehicles. It does not apply to trolley bus systems.

This European Standard applies to signalling and telecommunication apparatus that is installed inside the railway environment. Signalling and telecommunication apparatus mounted in vehicles is covered by EN 50121-3-2:2016, signalling and telecommunication apparatus installed inside the substation and connected to substation equipment is covered by EN 50121-5:2016.
This European Standard specifies limits for emission and immunity and provides performance criteria for signalling and telecommunications (S&T) apparatus (including power supply systems belonging to S&T) which may interfere with other apparatus inside the railway environment, or increase the total emissions for the railway environment and so risk causing Electro-Magnetic Interference (EMI) to apparatus outside the railway system.
The requirements specified in this standard apply for:
— vital equipment such as interlocking or command and control;
— apparatus inside the 3 m zone;
— ports of apparatus inside the 10 m zone with connection inside the 3 m zone;
— ports of apparatus inside the 10 m zone with cable length > 30 m.
Other apparatus not covered by at least one of these given cases should be in compliance with EN 61000-6-2.
If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard are not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU.
Immunity limits do not apply in the exclusion bands as defined in the corresponding EMC related standard for radio equipment.
The standard does not specify basic personal safety requirements for apparatus such as protection against electric shock, unsafe operation, insulation co-ordination and related dielectric tests. The requirements were developed for and are applicable to this set of apparatus when operating under normal conditions. Fault conditions of the apparatus have not been taken into account.
The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified.
For products in the scope of EN 61000-3-2, EN 61000-3-3, EN 61000-3-11 or EN 61000-3-12 the requirements of those standards also apply.
These specific provisions are to be used in conjunction with the general provisions in EN 50121-1:2016.
The immunity and emission levels do not of themselves guarantee that the integration of apparatus will necessarily be satisfactory. The standard cannot cover all the possible configurations of the apparatus, but the test levels are sufficient to achieve satisfactory EMC in the majority of cases.

This part of IEC 61375 establishes the specification for the communication between the onboard
subsystems and the ground subsystems.
The communication system, interfaces and protocols are specified as a mobile communication
function, using any available wireless technology.
This document provides requirements in order to:
a) select the wireless network on the basis of QoS parameters requested by the application;
b) allow TCMS and/or OMTS applications, installed on-board and communicating on the onboard
communication network, to have a remote access to applications running on ground
installations;
c) allow applications running on ground installations to have a remote access to the TCMS
and/or OMTS applications installed on-board.
This document specifies further requirements which allow the applications running on-board
and the applications running on ground to connect each other applying the virtual/functional
addressing mechanism specified by IEC 61375-2-3 and exchanging application data sets
produced or consumed by the on-board functions implemented in the devices attached to the
TCN network.
Furthermore, this document covers the security requirements in order to grant the access only
to authenticated and authorised applications and to allow encryption of exchanged data.
The communication of safety related data between on-board applications and ground
applications are out of the scope of this International Standard as well as Internet connectivity
service for passengers.

CCMC - reference corrected.

20180308_In accordance with BT decision DOW identical to mother std DOW (TL)

IEC - IEC parallel corrigendum.

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 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.

This European standard is applicable to safety-related electronic systems (including subsystems and equipment) for railway signalling applications.
This European standard applies to generic systems (i.e. generic products or systems defining a class of applications), as well as to systems for specific applications.
The scope of this European standard, and its relationship with other CENELEC standards, are shown in Figure 1.
This European standard is applicable only to the functional safety of systems. It is not intended to deal with other aspects of safety such as the occupational health and safety of personnel. While functional safety of systems clearly can have an impact on the safety of personnel, there are other aspects of system design which can also affect occupational health and safety and which are not covered by this European standard.
This European standard applies to all the phases of the life-cycle of a safety-related electronic system, focusing in particular on phases from 5 (architecture and apportionment of system requirements) to 10 (system acceptance) as defined in EN 50126 (all parts).
Requirements for systems which are not related to safety are outside the scope of this European Standard.
This European standard is not applicable to existing systems, subsystems or equipment (i.e. those which had already been accepted prior to the creation of this European standard). However, as far as reasonably practicable, it should be applied to modifications and extensions to existing systems, subsystems and equipment.
This European standard is primarily applicable to systems, subsystems or equipment which have been specifically designed and manufactured for railway signalling applications. It should also be applied, as far as reasonably practicable, to general-purpose or industrial equipment (e.g. power supplies, display screens or other commercial off the shelf items), which is procured for use as part of a safety-related electronic system. As a minimum, evidence should be provided in such cases to demonstrate either
-   that the equipment is not relied on for safety, or
-   that the equipment can be relied on for those functions which relate to safety.
This European standard is aimed at railway duty holders, railway suppliers, and assessors as well as at safety authorities, although it does not define an approval process to be applied by the safety authorities.
(...)

This Technical Report provides recommendations for DC reversible substations. These recommendations apply
to systems and components that facilitate the flow of energy to and from the upstream AC grid including their
related interfaces.
These recommendations provide the necessary functions for the recovery of braking energy. It is intended to be
used in fixed electrical installations with nominal voltage not exceeding 3 000 V DC which supply electrical
power to vehicles used in public guided transport systems, i.e. railway vehicles, tramway vehicles, underground
vehicles and trolley-buses
It is intended to provide an overview of state-of-the-art applications, define the minimum recommendations that
are presently available, and provide functional recommendations to be applied to these substations.
This document focuses mainly on the substation converters and the traction transformers. Other devices such
as switchgear - if they are the same as in classic substations - are not addressed here. Moreover this
specification addresses performance, constraints, validation and acceptance criteria for the implementation of
reversible substations.
This document provides the minimum recommendations to be fulfilled. However, due to the different possible
solutions and different types of existing technologies, this document does not provide technical specifications of
the basic components that facilitate the functionalities described.

This Technical Report is covering the description of the pantograph system and the functional
interface between the pantograph system itself and the TCMS, including the context of multiple units.
The pantograph system contains the pantograph and the pantograph control. The internal interface
between pantograph and pantograph control is not in the scope of this document.

Specifies the general service conditions and requirements for all electric equipment installed in power circuits, auxiliary circuits, control and indicating circuits etc., on rolling stock. Intends to harmonize as far as practicable all rules and requirements of a general nature applicable to electric equipment for rolling stock..

In addition to the rules given in IEC 60077-1, this part of IEC 60077 provides general rules for
all electrotechnical components installed in power circuits, auxiliary circuits, control and
indicating circuits, etc., on railway rolling stock.
The purpose of this document is to adapt the general rules given in IEC 60077-1 to all
electrotechnical components for rolling stock, in order to obtain uniformity of requirements
and tests for the corresponding range of components.
Electrotechnical components are mainly switchgear and controlgear, including also relays,
valves, resistors, fuses, etc., irrespective of the nature of their control.
The incorporation of electronic components or electronic subassemblies into electrotechnical
components is now common practice. Although this document is not applicable to electronic
equipment, the presence of electronic components does not give grounds to exclude such
electrotechnical components from the scope of this document.
Electronic subassemblies comply with the relevant standard.
Some of these rules, after agreement between the user and the manufacturer, are used for
electrotechnical components installed on vehicles other than railway rolling stock, such as
mine locomotives, trolleybuses, etc.
This document states:
a) the characteristics of the components;
b) the service conditions with which components have to comply;
c) the tests intended to confirm compliance of the components with these characteristics
under these service conditions, and the methods to be adopted for these tests;
d) the information to be marked on, or given with, the apparatus.
This document does not cover industrial electrotechnical components which comply with their
own product standard. In order to ensure satisfactory operation of these components for
rolling stock, this document is used to specify only the particular requirements for railway
application. In that case, a specific document would state the additional requirements with
which the industrial components are to comply, e.g.:
– to be adapted (for example for control voltage, environmental conditions, etc.); or
– to be installed and used so as not to have to endure specific railway conditions; or
– to be additionally tested to prove that these components can satisfactorily withstand
railway conditions.
In the event of there being a difference in requirements between this document and a railway
rolling stock relevant product standard, then the product standard requirements take
precedence.

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.

This document applies to onboard lithium-ion traction batteries for railway applications.
This document specifies the design, operation parameters, safety recommendations, data
exchange, routine and type tests, as well as marking and designation.
Battery systems described in this document are used for the energy storage system (ESS) for
the traction power of railway vehicles such as hybrid vehicles as defined in IEC 62864-1:2016.
Auxiliary batteries to supply power only to the auxiliary equipment are excluded.
Subcomponents within the battery systems, e.g. battery management system (BMS) and
battery thermal management system (BTMS), are also covered in this document.
Power conversion equipment (e.g. chopper, converter, etc.), inductors, capacitors and
switchgear are excluded from the scope of this document.
General requirements for onboard ESS are described in IEC 62864-1:2016.
This document specifies the lithium-ion battery technology but does not prevent the use of
battery technologies other than lithium-ion technology for application as traction batteries.
A hybrid energy storage system, which uses two or more energy storage technologies
combined, e.g. a traction battery and double layer capacitors, is not covered in this document.
However, if different technologies of energy storage systems are used on the same railway
vehicle and managed independently, each independent energy storage system is covered by
its own document.

This European Standard contains the application requirements relevant to the radio remote control of a
traction unit for shunting application, operated by personnel not physically located at the controls within
the vehicle cab.
Requirements specification for radio means and wireless protocols, as well as requirements specification
for wireless communication between elements of the train, are not covered by this standard.
This European Standard is applicable to newly manufactured vehicles and retrofitted vehicles.

This draft 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 draft 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 may 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.

This draft European Standard applies to all electronic equipment for control, regulation, protection, diagnostic, supply, etc. installed on rail vehicles.
For the purpose of this draft European Standard, electronic equipment is defined as equipment mainly composed of semiconductor devices and recognized associated components. These components will mainly be mounted on printed boards.
Sensors (current, voltage, speed, etc.) and firing unit printed board assemblies for power electronic devices are covered by this standard. Complete firing units and electronic power circuits are covered by EN 61287-1.
This draft European Standard covers the conditions of operation, design requirements, documentation, and testing of electronic equipment, as well as basic hardware and software requirements considered necessary for compliant and reliable equipment.
Specific requirements related to practices necessary to ensure defined levels of functional safety will be determined in accordance with relevant railway safety standards.
Subject to the paragraph above, software is within the scope of this standard until a suitable standard for software on board rolling stock is available.
NOTE    A standard for software on board rolling stock (except for software for train control and protection) is under development.

This European Standard specifies requirements for the installation of cabling on railway vehicles and within electrical enclosures on railway vehicles, including magnetic levitation trains and trolley buses.
NOTE: With respect to trolley buses, this European Standard applies to the whole electric traction system, including current collecting circuits, power converters and the respective control circuits. The installation of other circuits is covered by street vehicle standards for example those for combustion driven buses. This European Standard covers cabling for making electrical connections between items of electrical equipment, including cables, busbars, terminals and plug/socket devices. It does not cover special effect conductors like fibre optic cables or hollow conductors (waveguides). The material selection criteria given here are applicable to cables with copper conductors. This European Standard is not applicable to the following:  - special purpose vehicles, such as track-laying machines, ballast cleaners and personnel carriers; - vehicles used for entertainment on fairgrounds; - vehicles used in mining; - electric cars; -    funicular railways. As the field of cabling in rolling stock is also dealt with in the cable makers’ standard, references are made to EN 50264 series, EN 50306 series, EN 50382 series and EN 50355. This European Standard applies in conjunction with the relevant product and installation standards. Stricter requirements than those given in this European Standard may be necessary.

The 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 is still applicable 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 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 by the safety authority;
* does not specify requirements for ensuring system security.
The part 1 of EN 50126 is applicable
* 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 sub-systems and  components within these major systems, including those containing software; in particular:
- to new systems;
- to new systems integrated into existing systems accepted prior to the creation of this standard, 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 including those systems already compliant with any version of former EN 50126, which remain unmodified. Railway applications mean Command, Control & Signalling, Rolling Stock and Fixed Installations.
Processes for the specification and demonstration of RAMS requirements are cornerstones of this standard. This European Standard promotes a common understanding and approach to the management of RAMS.
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 the ISO 9001.

This draft 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 draft 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 draft European Standard does not cover the conformity assessment schemes that, according to CENELEC Internal Regulations, are the responsibility of ISO policy committee "Committee on conformity assessment" (ISO/CASCO).

Part 2 of EN 50126
* considers the safety-related generic aspects of the RAMS life-cycle. The guidance in this part is still applicable in the application of specific standards;
* 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 that this standard does not allow the allocation of safety integrity levels to non-electronic functions.
* provides guidance and methods for the following areas:
- system life-cycles;
- systems safety assurance;
- risk assessment process;
- risk management process;
- application of risk acceptance principles and criteria;
- safety integrity concept.
* provides the user 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;
* addresses railway specifics;
* does not define:
- RAMS targets 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.
* does not specify requirements for ensuring system security.
This part 2 of EN 50126 is applicable
* to all systems under consideration - as regards safety - within the entire railway system and the stakeholders involved;
* 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 accepted prior to the creation of this standard, 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 including those systems already compliant with any version of former EN 50126, which remain unmodified. Railway applications mean Command, Control & Signalling, Rolling Stock and Fixed Installations.