TP071 - Pravilnik o tehnični skladnosti tirnih vozil

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

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

This European Standard specifies the characteristics of railway wheels for all track gauges.
This standard can also apply to light rail and tramway applications.
Five steel grades, ER6, ER7, ER8, ERS8 and ER9 are defined in this standard.
NOTE 1: ERS8 has been integrated in this standard as an optimization of steel grades ER8 and ER9 in the context of RCF, and by taking into account European service experience e.g. BS 5892-3 in the UK.
Certain characteristics are defined according to a category 1 or a category 2. Category 1 is generally chosen when the operation train speed is higher than 200 km/h. Vehicles running at speeds lower than or equal to 200 km/h generally use wheels of Category 2.
These categories can sometimes be subdivided, depending upon the characteristics.
This standard is applicable to solid forged and rolled wheels which are made from vacuum degassed steel and have a chilled rim. They are to have already been used in commercial conditions on a European network in a significant quantity, or to have satisfied a technical approval procedure according to EN 13979-1 for their design.
Annex A describes the assessment process for acceptance of new materials not cited in this standard.
The standard defines the wheel product requirements; the technical approval procedure is not within the scope of this standard.
NOTE 2: Rim-chilled describes heat treatment of the rim, the aim of which is to harden the rim and to create compressive residual stresses in the rim.

This European Standard specifies the characteristics of axles for use on European networks.
It defines characteristics of forged or rolled solid and hollow axles, made from vacuum-degassed steel grade
EA1N1 that is the most commonly used grade on European networks. For hollow axles, this standard applies
only to those that are manufactured by machining of a hole in a forged or rolled solid axle
In addition, the particular characteristics for axles in grade EA1T1 and EA4T1 are given in Annex A.
Two categories of axle are defined, category 1 and category 2. Generally, category 1 is chosen when the
operational speed is higher than 200 km/h.
This standard is applicable to axles that are designed in accordance with the requirements of EN 13103 and
EN 13104.
NOTE Different values for some characteristics may be agreed if a particular process of fabrication (e.g. cold rolling,
shot peening, shot peening, steel cleanliness, reduction ratio, improved material properties from melting and heat
treatment processes, etc.) has an influence on them.

This European Standard specifies the characteristics of new wheelsets for use on European networks:
This standard is applicable to wheelsets comprising elements that conform to the following European
Standards:
- EN 13262 for wheels;
- EN 13261 for axles;
This standard is not fully applicable to wheelsets undergoing maintenance.
Some characteristics are given as a function of a category 1 or of a category 2. Category 2 can be divided
into sub-categories (2a and 2b) to specify certain characteristics. Category 1 is generally chosen when the
operating speed exceeds 200 km/h. The wheelset then comprises wheels and axle of category 1 as specified
in EN 13262 for the wheels and EN 13261 for the axles.

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

This 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).

This part of EN 45545 specifies the reaction to fire performance requirements for materials and products used on railway vehicles as defined in EN 45545-1.
The operation and design categories defined in EN 45545-1 are used to establish hazard levels that are used as the basis of a classification system.
For each hazard level, this part specifies the test methods, test conditions and reaction to fire performance requirements.
It is not within the scope of this European Standard to describe measures that ensure the preservation of the vehicles in the event of a fire.

This document:
- defines the forces and moments to be taken into account with reference to masses, traction and braking conditions;
- gives the stress calculation method for axles with inboard axle journals;
- specifies the maximum permissible stresses to be assumed in calculations for steel grade EA1N, EA1T and EA4T defined in EN 13261;
- describes the method for determination of the maximum permissible stresses for other steel grades;
- determines the diameters for the various sections of the axle and recommends the preferred shapes and transitions to ensure adequate service performance.
This document is applicable for axles defined in EN 13261. This document applies only for heavy rail vehicles.  
The calculation of wheelsets for special applications (e.g. railbound construction and maintenance machines) can be made according to this document only for the load cases of free-rolling and rolling in train formation.

This European Standard applies to new designs of locomotives and passenger carrying rolling stock as defined in categories C-I to C-IV of Clause 4 taking into consideration the recommendations given in Annex E on the application of the standard (migration rule). It is intended to protect vehicle occupants, through the preservation of structural integrity, and does not extend to other railway employees and customers who are not in vehicles, or to third parties. The specified requirements relate to the technical and operational conditions of use that prevail in the CEN member countries. The design of new vehicles for use in passenger trains is based on operations with compatible rolling stock that also meet this standard. It is recognised that operational requirements will require new crashworthy and existing non-crashworthy vehicles to exist in the same train unit but such combinations of vehicles are not required to comply with this European Standard.
The requirements apply to the vehicle body, and to those mechanical elements directly associated with it that may be used to absorb energy in a collision, such as couplers, buffing systems etc. They do not cover the safety features of doors, windows, system components or interior features except for specific issues relating to the preservation of survival space.
The requirements do not cover all possible accident scenarios but provide a level of crashworthiness that will reduce the consequences of an accident, when the active safety measures have been inadequate. The requirement is to provide a level of protection by addressing the most common types of collision that cause injuries and fatalities.
The applicable design collision scenarios, and suitable parameters for normal European operations, are given in Clause 5. Annex A gives additional information regarding the derivation of the scenarios and describes situations when they may need to be modified and the processes that should then be followed.

This document establishes the general principles for determining the fire resistance of various elements of construction when subjected to standard fire exposure conditions. Alternative and additional procedures to meet special requirements are given in EN 1363-2.
The principle that has been embodied within all European Standards relating to fire resistance testing is that where aspects and procedures of testing are common to all specific test methods e.g. the temperature/time curve, then they are specified in this test method. Where a general principle is common to many specific test methods but the details vary according to the element being tested (e.g. the measurement of unexposed face temperature), then the principle is given in this document, but the details are given in the specific test method. Where certain aspects of testing are unique to a particular specific test method (e.g. the air leakage test for fire dampers), then no details are included in this document.
The test results obtained might be directly applicable to other similar elements, or variations of the element tested. The extent to which this application is permitted depends upon the field of direct application of the test result. This is restricted by the provision of rules which limit the variation from the tested specimen without further evaluation. The rules for determining the permitted variations are given in each specific test method.
Variations outside those permitted by direct application are covered under extended application of test results. This results from an in-depth review of the design and performance of a particular product in test(s) by a recognised authority. Further consideration on direct and extended application is given in Annex A.
The duration for which the tested element, as modified by its direct or extended field of application, satisfies specific criteria will permit subsequent classification.
All values given in this document are nominal unless otherwise specified.

This European standard defines warning horn requirements which deliver the required audibility of approaching high speed trains and conventional trains, excluding road, metro and self-contained systems. For this purpose, the following requirements are included:
-   functional and technical requirements of the warning horn as a component,
-   functional and technical requirements of the integration of warning horns into the vehicle, and
-   test requirements.
Operational requirements for warning horns have been excluded.
NOTE   The requirements for the control of warning horns can be found in EN 16186-2.

This European Standard defines the functional and technical requirements for head, marker and tail lamps for high speed trains and conventional trains, excluding road, metro and self-contained systems.
This European Standard also defines the requirements for testing and conformity assessment.
Portable lamps are excluded from the scope of this European Standard.

This draft European standard specifies requirements for the design and dimensions of the brake disc.
This draft European standard applies to discs mounted at the axle or drive-shaft of railway rolling stock by a cylindrical or conic tapered interference fit.
For each discrete unit so fitted, one or more disc brake rings, each having two axially separated friction faces, may be deployed.

This European Standard deals with requirements, test procedures and conformity assessment for aerodynamics on open track. Addressed within this standard are the topics of aerodynamic loadings and resistance to motion, while the topic of cross wind assessment is addressed by EN 14067-6.
This European Standard refers to rolling stock and infrastructure issues. This standard does not apply to freight wagons. It applies to railway operation on gauges GA, GB and GC according to EN 15273. The methodological approach of the presented test procedures may be adapted to different gauges.

This European Standard specifies the criteria for system acceptance and type approval of a wheel slide protection (WSP) system. It also specifies criteria for the implementation of WSP to specific vehicle applications and specific operating conditions, as well as requirements for wheel rotation monitoring (WRM). This includes the design, testing and quality assessment of the WSP and WRM systems and their components.
This European Standard is not intended to be used to determine the stopping performance of a WSP equipped train under all environmental conditions.

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

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

This standard:
- defines the forces and moments to be taken into account with reference to masses, traction and braking conditions;
- gives the stress calculation method for axles with outside axle journals;
- specifies the maximum permissible stresses to be assumed in calculations for steel grade EA1N defined in EN 13261;
- describes the method for determination of the maximum permissible stresses for other steel grades;
- determines the diameters for the various sections of the axle and recommends the preferred shapes and transitions to ensure adequate service performance.
This standard is applicable for:
- axles defined in EN 13261 and
- all gauges1.
The powered axle design method of this standard applies to:
- solid and hollow powered axles for railway rolling stock;
- solid and hollow non-powered axles of motor bogies;
- solid and hollow non-powered axles of locomotives2.
The trailer axle design method of this standard applies to:
- solid and hollow axles of railway rolling stock used for the transportation of passengers and freight that are not consider in the list above;
This standard is applicable to axles fitted to rolling stock intended to run under normal European conditions. Before using this standard, if there is any doubt as to whether the railway operating conditions are normal, it is necessary to determine whether an additional design factor has to be applied to the maximum permissible stresses. The calculation of wheelsets for special applications (e.g. tamping/lining/levelling machines) may be made according to this standard only for the load cases of free-rolling and rolling in train formation. This standard does not apply to workload cases. They are calculated separately.
For light rail and tramway applications, other standards or documents agreed between the customer and supplier may be applied.
1 If the gauge is not standard, certain formulae need to be adapted.
2 In France, the interpretation of the term "locomotive" includes locomotives, locomoteurs or locotracteurs.

Annex ZZ

This European Standard defines the requirements for buffers with 105 mm, 110 mm and 150 mm stroke for vehicles or units which use buffers and screw coupling at the coupling interface with other interoperable rolling stock. It covers the functionality, interfaces and testing procedures, including pass fail criteria, for buffers.
NOTE   Typically, buffers with a stroke of 105 mm are used on freight wagons and locomotives, buffers with a stroke of 110 mm are used on coaches and locomotives and buffers with a stroke of 150 mm are used on freight wagons.
It defines the different categories of buffers, the space envelope, static and dynamic characteristics and energy absorption.
It includes a calculation method to determine the minimum size of the buffer head to avoid override between buffers.
It defines the static and dynamic characteristics of the elastic systems.
It also defines the requirements for buffers with integrated crash elements (crashworthy buffers) for tank wagons only according to RID.
The requirements of this European Standard also apply to locomotives and passenger coaches which have to meet the crashworthiness requirements of EN 15227 for buffers in normal service only. The properties for the energy absorbing function are defined in EN 15227 and the requirements specified in Clause 7 for tank wagons according to RID are not applicable to locomotives and passenger coaches.
Diagonal buffers are excluded from this European Standard.
For vehicles which have to comply with crashworthiness requirements (locomotives, cab cars or passenger coaches according to EN 15227, tank wagons according to RID), typically crashworthy buffers (buffers with a deformable housing and/or the need for an opening in their mounting flange) or buffers which form part of a combined system consisting of a special buffer (e.g. middle flange buffer) and a deformation element are used. For these types of buffers, interoperability is possible, but interchangeability with freight wagon buffers is not required, and therefore the requirements of 5.2 (Fixing on vehicle and interchangeability), 5.3 (Buffer dimensions) do not apply, those of 5.4 (mechanical characteristics of buffers) and 5.6 (marking) apply with restrictions.

This document is applicable to the authorities involved in all types of railway operation.
This European Standard is applicable to new vehicle designs, to modifications and to the checking of the gauge for vehicles already in use.
The application of the rules of this European Standard makes it possible to determine the maximum dimensions of vehicles related to the structures.
This European Standard contains:
- the associated rules for all the gauges for rolling stock;
- the requirements for composing the technical gauge report to submit to the Acceptance Authority in order to confirm vehicle conformity to this standard;
- the requirements for maintaining the vehicle characteristics influencing gauging throughout its operational life.

This standard specifies the requirement of the draw gear and screw coupling for the end rolling stock that have to couple with other interoperable rolling stock (freight wagons, locomotives, passenger vehicles ...).
This standard covers the functionality, construction, interfaces and testing including pass/fail criteria for draw gear and screw coupling.
The standard describes three categories of classification of draw gear and screw coupling, (1 MN, 1,2 MN and 1,5 MN).

This European Standard specifies the requirements for the design, dimensions, performance and testing of single/double brake indicators. It applies to pneumatically and electrically operating brake indicators visible from the outside of the vehicle.
NOTE 1   Brake indicators are for giving precise and accurate information about release and application of the brake.
This European Standard applies to brake indicators on railway vehicles used on the main national networks, urban networks, underground railways, trams and private networks (regional railways, company railways etc.).
NOTE 2   This document does not apply to brake indicator for magnetic track brake or eddy current brake.

This European Standard specifies testing methods to establish the basic characteristics of newly
manufactured pantograph contact strips. Not all tests may be relevant to some designs of contact strips.
This standard does not define tests for pure metallic contact strips.
This European Standard excludes wear tests, and tests using a particular pantograph. Additional
supplementary tests, out of the scope of this standard, may be necessary to determine suitability for a
particular application and are by prior agreement between customer and manufacturer.

This European Standard describes the step by step method utilising time step integration which may be used for all types of train sets, units or single vehicles, including high speed, locomotive and passenger coaches, conventional vehicles and wagons.
This standard does not specify the performance requirements. It enables the calculation of the various aspects of the performance: stopping or slowing distances, adhesion requirements, force calculations, etc.
This standard enables the verification by calculation of the stopping and slowing performance for high speed and conventional trains operating on high speed and conventional infrastructure. It may also be used for the detailed investigation of stopping or slowing performance at any design/verification stage.
Other calculation methods may be used providing that the order of accuracy achieved is in accordance with this European Standard.
This standard also includes examples of distance and other dynamic calculations, see Annex B;

Update of CEN/TS 15531 respecting the results of the projects in different countries using the specification and taking into account new demands. The existing standard was developed by CEN TC278 WG3 SG7 starting in 2002 and published in 2007. It facilitates interoperability between information processing systems of the transport operators (Automatic Vehicle monitoring Systems: AVMS) in order to allow a better vehicle management as well as the delivery of real time information to end-users.  The main elements of the standard are:  - A communication layer, which defines common procedures for requesting and exchanging of data. The communication procedures are the same for all services and with that represent the interface infrastructure (message referencing, error handling, reset behaviour). Reusing it for the various technical services ensures cost-effective implementation and extension of the interface.   o Request/Response   o Publish/Subscribe Subscriptions define the type and volume of data to be exchanged. - An interface between control centres (AVMS) with the functions   o connection protection (time or journey related)    o connection information (time related)   o real time passenger information (Departure Board, stop centric)   o general message service (event and information message service)   o time table information and network topology (Planned Data Exchange)   o vehicle activity (VIS)  - An interface for time table information between control centres (AVMS) and information systems with the functions   o real time schedule information   o Reference data service for schedule information. The new work item will consider the work of  - Other sub-groups pf WG3: * SG4 Data Base Model for Public Transport (TRANSMODEL)  * SG9 Network and Timetable Exchange (NeTEx)  - National Mirror Groups Justification Since SIRI has been developed demands for information by interested public bodies and especially customers of public transport have risen substantially.
Existing national and international ‘standards’ (especially TRIDENT, RTIG and VDV-453/454) being in use already before the time of SIRI have reached a high level of performance. Now that time has come to replace the old systems by SIRI, CEN/TS 15531 has to meet this performance. Therefore it is urgent to enhance and refine SIRI, so it meets the level, real time data management has reached today.

Update of CEN/TS 15531 respecting the results of the projects in different countries using the specification and taking into account new demands. The existing standard was developed by CEN TC278 WG3 SG7 starting in 2002 and published in 2007. It facilitates interoperability between information processing systems of the transport operators (Automatic Vehicle monitoring Systems: AVMS) in order to allow a better vehicle management as well as the delivery of real time information to end-users. The main elements of the standard are:   - A communication layer, which defines common procedures for requesting and exchanging of data. The communication procedures are the same for all services and with that represent the interface infrastructure (message referencing, error handling, reset behaviour). Reusing it for the various technical services ensures cost-effective implementation and extension of the interface.   o Request/Response   o Publish/Subscribe Subscriptions define the type and volume of data to be exchanged.   - An interface between control centres (AVMS) with the functions   o connection protection (time or journey related)   o connection information (time related)   o real time passenger information (Departure Board, stop centric)   o general message service (event and information message service)   o time table information and network topology (Planned Data Exchange)   o vehicle activity (VIS)   - An interface for time table information between control centres (AVMS) and information systems with the functions   o real time schedule information   o   Reference data service for schedule information.  The new work item will consider the work of   -  Other sub-groups pf WG3:   * SG4 Data Base Model for Public Transport (TRANSMODEL)  * SG9 Network and Timetable Exchange (NeTEx)   -   National Mirror Groups Justification Since SIRI has been developed demands for information by interested public bodies and especially customers of public transport have risen substantially.
Existing national and international ‘standards’ (especially TRIDENT, RTIG and VDV-453/454) being in use already before the time of SIRI have reached a high level of performance. Now that time has come to replace the old systems by SIRI, CEN/TS 15531 has to meet this performance.  Therefore it is urgent to enhance and refine SIRI, so it meets the level, real time data management has reached today.

Update of CEN/TS 15531 respecting the results of the projects in different countries using the specification and taking into account new demands. The existing standard was developed by CEN TC278 WG3 SG7 starting in 2002 and published in 2007. It facilitates interoperability between information processing systems of the transport operators (Automatic Vehicle monitoring Systems: AVMS) in order to allow a better vehicle management as well as the delivery of real time information to end-users. The main elements of the standard are:  - A communication layer, which defines common procedures for requesting and exchanging of data. The communication procedures are the same for all services and with that represent the interface infrastructure (message referencing, error handling, reset behaviour). Reusing it for the various technical services ensures cost-effective implementation and extension of the interface.   o Request/Response   o Publish/Subscribe Subscriptions define the type and volume of data to be exchanged.  -   An interface between control centres (AVMS) with the functions   o connection protection (time or journey related)   o connection information (time related)   o real time passenger information (Departure Board, stop centric)   o general message service (event and information message service)   o time table information and network topology (Planned Data Exchange)   o vehicle activity (VIS)    - An interface for time table information between control centres (AVMS) and information systems with the functions   o real time schedule information   o Reference data service for schedule information. The new work item will consider the work of   - Other sub-groups pf WG3:   * SG4 Data Base Model for Public Transport (TRANSMODEL)  * SG9 Network and Timetable Exchange (NeTEx)   -   National Mirror Groups Justification Since SIRI has been developed demands for information by interested public bodies and especially customers of public transport have risen substantially.  Existing national and international ‘standards’ (especially TRIDENT, RTIG and VDV-453/454) being in use already before the time of SIRI have reached a high level of performance. Now that time has come to replace the old systems by SIRI, CEN/TS 15531 has to meet this performance. Therefore it is urgent to enhance and refine SIRI, so it meets the level, real time data management has reached today.

This European Standard specifies minimum structural requirements for railway vehicle bodies.
This European Standard specifies the loads vehicle bodies should be capable of sustaining, identifies how material data should be used and presents the principles to be used for design validation by analysis and testing. This European Standard applies to locomotives and passenger rolling stock. EN 12663-2 provides the verification procedure for freight wagons and also refers to the methods in this standard as an alternative for freight wagons.
The railway vehicles are divided into categories which are defined only with respect to the structural requirements of the vehicle bodies. Some vehicles may not fit into any of the defined categories; the structural requirements for such railway vehicles should be part of the specification and be based on the principles presented in this European Standard.
The standard applies to all railway vehicles within the EU and EFTA territories. The specified requirements assume operating conditions and circumstances such as are prevalent in these countries.
In addition to the requirements of this European Standard the structure of all vehicles associated with passenger conveyance may generally be required to have features that will protect occupants in the case of collision accidents. These requirements are given in EN 15227.

EN 50125-1 intends to define environmental conditions within Europe. The scope of this European Standard covers the definitions and ranges of the following parameters: Altitude, temperature, humidity, air movement, rain, snow and hail, ice, solar radiation, lightning, pollution for rolling stock and on-board equipment (mechanical, electromechanical, electrical, electronic). In particular, this European Standard defines interface conditions between the vehicle and its environment. The defined environmental conditions are considered as normal in service. Rolling stock or parts of it can also be used outside the specification with reduced performance. Microclimates surrounding components may be defined by relevant product standards or by special requirements. Passenger effects on the equipment and equipment effects on the passengers are not considered in this European Standard. This European Standard does not apply to cranes, mining vehicles, cable cars. This European Standard also does not apply to natural disaster (e.g. earthquake).

The measures and requirements specified in EN 45545 are intended to protect passengers and staff in railway vehicles in the event of a fire on board. EN 45545 specifies:
- fire protection measures for railway vehicles;
- verification methods for these measures.
The protection of passengers and staff is essentially based on measures to:
- prevent fires occurring due to technical faults and due to equipment design or vehicle layout (Part 1, Part 4, Part 5 and Part 7);
- minimise the possibility of ignition of materials installed on railway vehicles due to accidents or vandalism (Part 1 and Part 2);
- detect a fire should it occur (Part 6);
- limit the spread of fire by specification of materials according to their operational categories (Part 2) and by measures for containment (Part 3);
- minimise the effects of fire in terms of heat, smoke and toxic gases on passengers or staff through the specification of materials installed on railway vehicles (Part 2);
- control and manage a fire, for example by means of fire detection, suppression and/or emergency energy shut down (Part 6). The ultimate objective in the event of a fire on board is to allow passengers and staff to evacuate the railway vehicle and reach a place of safety. The present European Standard describes the measures to be taken in the design of the vehicles in the context of the infrastructure on which they operate. It is not within the scope of EN 45545 to describe measures that ensure the preservation of the vehicles in the event of a fire beyond what is required to fulfil the objective to protect passengers and staff. This European Standard is valid for railway vehicles as defined in Clause 3. Freight transportation vehicles are not covered by EN 45545. This part of EN 45545 covers:
- principal definitions;
- Operation Categories;
- Design Categories;
- fire safety objectives;
- general requirements for fire protection measures and their evaluation of conformity.

This European Standard establishes requirements for the compatibility of rolling stock with infrastructure particularly in relation to: - co-ordination of protection principles between power supply and traction units, especially fault discrimination for short-circuits; - co-ordination of installed power on the line and the power demand of trains; - co-ordination of traction unit regenerative braking and power supply receptivity; - co-ordination of harmonic behaviour. This European Standard deals with the definition and quality requirements of the power supply at the interface between traction units and fixed installations. This European Standard specifies the interface between rolling stock and electrical fixed installations for traction, in respect of the power supply system. The interaction between pantograph and overhead contact line is dealt with in EN 50367. The interaction with the “control-command” subsystem (especially signalling) is not dealt with in this standard. Requirements are given for TSI lines (both high speed and conventional) and classical lines. For classical lines, values, where given, are for the existing European networks. Furthermore the maximum values that are specified are applicable to the foreseen developments of the infrastructure of the Trans European rail networks. The following electric traction systems are within scope: - railways; - guided mass transport systems that are integrated with railways; - material transport systems that are integrated with railways. This European Standard does not apply retrospectively to rolling stock already in service. Information is given on electrification parameters such as to enable train operating companies to confirm, after consultation with the rolling stock manufacturers, that there will be no consequential disturbance on the electrification system.

This European Standard specifies the general assembly characteristics which are to be applied to pantographs, to enable current collection from the overhead contact line system. It also specifies the tests the pantographs have to perform, excluding insulators. This European Standard is not applicable to pantograph dielectric tests, which are to be performed on the pantograph installed on the vehicle roof. If no other requirement is agreed between customer and supplier, insulation coordination according to EN 50124-1 may be used. This European Standard is not applicable to pantographs used on isolated metros and light rail systems. These pantographs are considered in EN 50206-2.

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

This European Standard specifies the requirements for the rescue coupler for train sets compliant with the Technical Specification for Interoperability High Speed Rolling Stock. It defines the interfaces to which it has to match during rescue operations. It is suitable for locomotives fitted with UIC 520 pattern draw gear and buffers, i.e. moveable draw hook and draw gear capable of compressive loading. Provisions going beyond the scope of this European Standard need to be agreed upon by the contracting parties involved.

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

This standard specifies the characteristics, performance requirements and test methods for portable fire extinguishers.
Reference to the suitability of an extinguisher for use on gaseous fires (class C fires) are at the manufacturer’s discretion, but are applied only to powder type extinguishers which have gained a class B or class A and class B rating.
Suitability of extinguishers for use on class D fires (fires involving flammable metals) is outside the scope of this standard in respect of test fires. However, extinguishers claiming class D suitability are covered in all other respects by the requirements in this standard for powder extinguishers.
It is considered hazardous for powder and carbon dioxide fire extinguishers to be used on Class F fires.  For this reason powder and carbon dioxide fire extinguishers are excluded for conformance with regard to Class F in this European Standard.
NOTE   The extinction of a metal fire presents a situation so specific (in terms of the metal itself, its form, the configuration of the fire etc.) that it is not possible to define a representative standard fire for the purposes of testing. The efficiency of extinguishers on class D fires needs to be established on a case by case basis.

This European Standard refers to filtering devices with a hood for personal escape from particulate matter, carbon monoxide and other toxic gases produced by fire. It specifies minimum requirements for this device which is for single use. It does not cover devices designed for use in circumstances where there is or might be an oxygen deficiency (oxygen less than 17 % by volume).
Two types of devices are specified; namely, those designed to be carried on the person and those designed to be stored.
This standard specifies devices primarily designed for adult users. Some devices may not be suitable for children.
Laboratory and practical performance tests are included for the assessment of compliance with the requirements.

This European Standard specifies minimum requirements for lung governed demand self-contained open-circuit compressed air breathing apparatus for escape.
This European Standard does not apply to apparatus for work and rescue or to diving apparatus.
Laboratory and practical performance tests are included for the assessment of compliance with the requirements.

EN following parallel vote

This Part of this European Standard is applicable to simple unfired steel pressure vessels, referred to as "vessel" in this standard, designed for air braking equipment and auxiliary pneumatic equipment for railway rollingstock.

This Part of this European Standard is applicable to simple unfired steel pressure vessels, referred to as "vessel" in this standard, designed for air braking equipment and auxiliary pneumatic equipment for railway rolling stock.

The ISO 7000 database provides a collection of graphical symbols which are placed on equipment or parts of equipment of any kind in order to instruct the person(s) using the equipment as to its operation.
Each graphical symbol is identified by a reference number and contains a title, graphical representations in vectorized and non-vectorized formats, and some additional data as applicable, such as the function or the description of the symbol, the intended use, related symbols or publications. Various search and navigation facilities allow for easy retrieval of graphical symbols.
The complete product is available at the following URL. Please copy the link below in your browser:
http://www.iso.org/obp