M/275 - Railways: TGV interoperability

This European Standard defines minimum functional and non-functional requirements for developing a Track Warning Systems (TWS) to warn persons during their work on or nearby the track about the approaching of trains or rail vehicles using acoustical and visual TWS-Signals. These systems may also be able to influence the approaching of trains and rail vehicles by stoppage function.
This European Standard is applicable:
- to systems, sub-systems and components within TWS, including those containing software; in particular;
- to new TWS;
- to new integrations of systems, sub-systems and components into existing TWS;
- to modifications of TWS developed according to this standard.
For single warning units (e.g. simple electrical horns) it is recommended to use this standard, too.
This document does not deal with:
- hazards during the installation of the TWS caused by trains or rail vehicles on the lines;
- hazards caused by the improper use of TWS;
- hazards caused by the improper behaviour of persons working on or nearby the track;
- CO2-tyfone, human operated pressure signal horns, flags, detonators or machine warning systems according to UIC 644;
- national safety regulations to plan and operate TWS in track.

This European Standard defines minimum functional and non-functional requirements for developing a Track Warning Systems (TWS) to warn persons during their work on or nearby the track about the approaching of trains or rail vehicles using acoustical and visual TWS-Signals. These systems may also be able to influence the approaching of trains and rail vehicles by stoppage function.
This European Standard is applicable:
- to systems, sub-systems and components within TWS, including those containing software; in particular;
- to new TWS;
- to new integrations of systems, sub-systems and components into existing TWS;
- to modifications of TWS developed according to this standard.
For single warning units (e.g. simple electrical horns) it is recommended to use this standard, too.
This document does not deal with:
- hazards during the installation of the TWS caused by trains or rail vehicles on the lines;
- hazards caused by the improper use of TWS;
- hazards caused by the improper behaviour of persons working on or nearby the track;
- CO2-tyfone, human operated pressure signal horns, flags, detonators or machine warning systems according to UIC 644;
- national safety regulations to plan and operate TWS in track.

This part of the EN 13230 series defines technical criteria and control procedures for manufacturing and testing twin-block reinforced concrete sleepers.

This part of the EN 13230 series defines additional technical criteria and control procedures related to the manufacturing and testing of prestressed monoblock sleepers.

This part of the EN 13230 series defines technical criteria and control procedures which need to be satisfied by the constituent materials and the finished concrete sleepers and bearers, i.e.: precast concrete sleepers, twin-block reinforced sleepers, bearers for switches and crossings, and special elements for railway tracks.
The main requirement of concrete sleepers and bearers is the transmission of vertical, lateral and longitudinal loads from the rails to the ballast or other support. In use, they are also exposed to frost damage and to moisture, which can result in detrimental chemical reactions within the sleeper.
In this standard mechanical tests are defined which provide assurance of the capability of sleepers or bearers to resist repetitive loading and provide sufficient durability. In addition, controls are placed on manufacturing processes and tests to ensure that the concrete will not suffer degradation in service through chemical reaction and frost damage.

This part of the EN 13230 series defines additional technical criteria and control procedures for manufacturing and testing special elements.

This part of the EN 13230 series defines additional technical criteria and control procedures related to the manufacturing and testing of prestressed monoblock sleepers.

This part of the EN 13230 series defines technical criteria and control procedures for manufacturing and testing twin-block reinforced concrete sleepers.

This part of the EN 13230 series defines additional technical criteria and control procedures for manufacturing and testing special elements.

This part of the EN 13230 series defines technical criteria and control procedures which need to be satisfied by the constituent materials and the finished concrete sleepers and bearers, i.e.: precast concrete sleepers, twin-block reinforced sleepers, bearers for switches and crossings, and special elements for railway tracks.
The main requirement of concrete sleepers and bearers is the transmission of vertical, lateral and longitudinal loads from the rails to the ballast or other support. In use, they are also exposed to frost damage and to moisture, which can result in detrimental chemical reactions within the sleeper.
In this standard mechanical tests are defined which provide assurance of the capability of sleepers or bearers to resist repetitive loading and provide sufficient durability. In addition, controls are placed on manufacturing processes and tests to ensure that the concrete will not suffer degradation in service through chemical reaction and frost damage.

This part of EN 45545 specifies requirements for flammable liquids and liquefied petroleum gas installations, e. g. for traction, auxiliary power units, heating or cooking, to cover the objectives defined in EN 45545-1. This part is not applicable to technical liquids themselves, e. g. hydraulic liquid and transformer oil, except where guidance is given as to dealing with spillages, leakage and spray generation.
The measures and requirements specified in this European Standard aim to protect passengers and staff in railway vehicles by preventing a fire from occurring and spreading by leakage of flammable liquids or gases.
It is not within the scope of this European Standard to describe measures for flammable gases, other than liquefied petroleum gases (LPGs).
It is not within the scope of this European Standard to describe measures that ensure the preservation of the railway vehicles in the event of a fire.

This European Standard is concerned with the functions associated with general railway vehicles or their assemblies. It covers functionality associated with systems and equipment such as wheelsets and bogies, doors, brakes and traction.
This standard may also be applied to railway vehicles with very specific functions like track machines and snow ploughs. However, while the functions that are common with general railway vehicles are included, the functions which are specific to their work processes are not included in this standard. They will be added for these individual projects.

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 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 part of EN 45545 specifies requirements for flammable liquids and liquefied petroleum gas installations, e. g. for traction, auxiliary power units, heating or cooking, to cover the objectives defined in EN 45545-1. This part is not applicable to technical liquids themselves, e. g. hydraulic liquid and transformer oil, except where guidance is given as to dealing with spillages, leakage and spray generation.
The measures and requirements specified in this European Standard aim to protect passengers and staff in railway vehicles by preventing a fire from occurring and spreading by leakage of flammable liquids or gases.
It is not within the scope of this European Standard to describe measures for flammable gases, other than liquefied petroleum gases (LPGs).
It is not within the scope of this European Standard to describe measures that ensure the preservation of the railway vehicles in the event of a fire.

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 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 is concerned with the functions associated with general railway vehicles or their assemblies. It covers functionality associated with systems and equipment such as wheelsets and bogies, doors, brakes and traction.
This standard may also be applied to railway vehicles with very specific functions like track machines and snow ploughs. However, while the functions that are common with general railway vehicles are included, the functions which are specific to their work processes are not included in this standard. They will be added for these individual projects.

This European Standard specifies requirements for the approval of a welding process in a fixed plant, together with the requirements for subsequent welding production.
This European Standard applies to new Vignole rails welded by flash butt welding to crossing components in a fixed plant, and intended for use on railway infrastructures.

This European Standard specifies requirements for the approval of a welding process in a fixed plant, together with the requirements for subsequent welding production.
This European Standard applies to new Vignole rails welded by flash butt welding to crossing components in a fixed plant, and intended for use on railway infrastructures.

This European Standard specifies the definitions of the terms used in the EN 13146 series and in the EN 13481 series.

The scope of this European Standard is:
-   to establish material requirements for cast austenitic manganese steel for fixed crossings and cradles for crossings with moveable parts designed to be welded or bolted to rails;
-   to formulate codes of practice for inspection, testing of un-machined and machined heat-treated castings;
-   to list the methods by which crossings should be identified and traced;
-   to define limits of weld rectification by the supplier;
-   special requirements for pre-hardened crossings.
Geometrical aspects, as machining tolerances and inspection of finished crossings are covered in EN 13232-6 and EN 13232-7 and therefore not in this European Standard.
This European Standard specifies the minimum requirements for cast manganese crossing components. Special applications (for instance tram systems) can require different demands in certain paragraphs and need to be agreed between customer and supplier.

This European Standard specifies the definitions of the terms used in the EN 13146 series and in the EN 13481 series.

This European Standard specifies a laboratory test procedure for determining the electrical resistance, in wet conditions, between the running rails provided by a fastening system fitted to a steel or concrete sleeper, bearer or element of slab track.
It is also applicable to embedded rail.
This test procedure applies to a complete fastening assembly. It is relevant to signalling currents, not to traction currents.
A reference procedure and an alternative procedure are included.

This European Standard specifies a laboratory test procedure to determine the moment necessary to rotate a rail, secured to a sleeper by a rail fastening assembly, through 1° in a plane parallel to the base of the rail. The value obtained can be used in track stability calculations.
The test is not applicable to embedded rails.
This test procedure applies to a complete fastening assembly.

This European Standard specifies a laboratory test procedure for finding the effect of exposure to severe environmental conditions on the fastening system.
This test procedure applies to a complete fastening assembly including embedded rail with mechanical fastenings. It is not applicable to embedded rail systems relying on adhesive components to secure the rail.

This European Standard specifies laboratory test procedures for applying an impact to a rail fastened to a concrete sleeper or bearer which simulates the impact loading caused by traffic on railway tracks and measuring the strain induced in the sleeper. They are used for comparing the attenuation of impact loads on concrete sleepers or bearers by different rail pads. A reference procedure and alternative procedure are included.
This test is only applicable to ballasted track.
These test procedures apply to a complete fastening assembly.

This European Standard specifies laboratory test procedures for applying an impact to a rail fastened to a concrete sleeper or bearer which simulates the impact loading caused by traffic on railway tracks and measuring the strain induced in the sleeper. They are used for comparing the attenuation of impact loads on concrete sleepers or bearers by different rail pads. A reference procedure and alternative procedure are included.
This test is only applicable to ballasted track.
These test procedures apply to a complete fastening assembly.

This European Standard specifies a laboratory test procedure to determine the moment necessary to rotate a rail, secured to a sleeper by a rail fastening assembly, through 1° in a plane parallel to the base of the rail. The value obtained can be used in track stability calculations.
The test is not applicable to embedded rails.
This test procedure applies to a complete fastening assembly.

This European Standard specifies a type test method to measure noise levels inside the driver's cabs of railway vehicles for assessing compliance with the relevant European legislation.
NOTE   The relevant European legislation includes Directive 2003/10/EC of 6 February 2003 and the Commission Decisions of 23 December 2005 (Technical specification for interoperability relating to the subsystem ‘rolling stock - noise’ of the trans-European conventional rail system) and of 21 February 2008 (Technical specification for interoperability relating to the ‘rolling stock’ sub-system of the trans-European high-speed rail system).
This method is applicable to:
-   the measurement of noise inside driver's cab resulting from the sounding of external warning horns when the vehicle is stationary;
-   the measurement of noise inside the driver cab while the vehicle is running.
The method is not applicable to:
-   complementary measurements that can be requested for acceptance tests, but which are not required by the TSIs referred to in this standard;
-   the measurement of the noise from internal and external audible devices other than external warning horns;
-   routine monitoring of the noise exposure of train crew.
The test procedures specified in this European Standard are of engineering grade (grade 2) with a precision of ± 2 dB, which is the preferred method for noise declaration purposes, as defined in EN ISO 12001.

This European Standard consolidates all the separate requirements specified in rolling stock TSIs and European Standards relating to bogies and running gear together into an overall requirement and process that ensures a functional and safe design is achieved for a defined operating envelope.
There are many European Standards that specify the design requirements and associated processes of bogie and running gear components and sub-assemblies. There are also European standards that specify vehicle performance and validation requirements that depend directly on the bogies or running gear. The objective of this standard is to bring all these separate design criteria together. This is accomplished by specifying the design and validation processes to be used for bogies and running gear with particular focus on the two key disciplines of dynamic behaviour and structural integrity. To ensure that safe operation can be continued throughout the product life the definition of a maintenance plan is also required.
This European Standard is applicable to bogies and running gear intended for vehicles that will operate under the Interoperability Directives on designated TEN routes. The requirements, however, can be used in other applications at the discretion of the interested parties. It specifies the requirements to achieve a satisfactory design of bogie or running gear and to validate the design against the relevant performance and safety criteria. Technical requirements are specified directly or by making reference to the relevant European standards and include the nature and content of an auditable record that should be produced of the design and validation processes.
The requirements address only the design and validation of bogies and running gear. No requirements are set for other systems components that are attached to the bogies or running gear, except to establish that a satisfactory interface has been provided.
NOTE   Specifications that relate to bogies and running

This European Standard consolidates all the separate requirements specified in rolling stock TSIs and European Standards relating to bogies and running gear together into an overall requirement and process that ensures a functional and safe design is achieved for a defined operating envelope.
There are many European Standards that specify the design requirements and associated processes of bogie and running gear components and sub-assemblies. There are also European standards that specify vehicle performance and validation requirements that depend directly on the bogies or running gear. The objective of this standard is to bring all these separate design criteria together. This is accomplished by specifying the design and validation processes to be used for bogies and running gear with particular focus on the two key disciplines of dynamic behaviour and structural integrity. To ensure that safe operation can be continued throughout the product life the definition of a maintenance plan is also required.
This European Standard is applicable to bogies and running gear intended for vehicles that will operate under the Interoperability Directives on designated TEN routes. The requirements, however, can be used in other applications at the discretion of the interested parties. It specifies the requirements to achieve a satisfactory design of bogie or running gear and to validate the design against the relevant performance and safety criteria. Technical requirements are specified directly or by making reference to the relevant European standards and include the nature and content of an auditable record that should be produced of the design and validation processes.
The requirements address only the design and validation of bogies and running gear. No requirements are set for other systems components that are attached to the bogies or running gear, except to establish that a satisfactory interface has been provided.
NOTE   Specifications that relate to bogies and running

This European Standard specifies a testing method and sets the acceptance criteria for the determining of the lubrication ability of lubricating greases intended for the lubrication of axlebox bearings. The lubricating ability, primarily related to the capability of lubricating greases to protect against wear, is determined in a roller bearing lubricant test rig. Wear of the rolling bearing rollers, the frictional behaviour and temperature during the test are used to discriminate between lubricating greases.
NOTE 1   The testing method is referred to in EN 12081.
The method described is carried out in order to test axlebox greases for ordinary-speed vehicles, with speeds up to 200 km/h, and for greases intended for high-speed vehicles, with speeds up to 300 km/h. The method is a discriminating process, and those greases that pass will be subject to more extensive performance tests.
NOTE 2   In EN 12082 a more extensive rig performance test is described in detail. This rig performance test will check the satisfactory function of the assembly of box housing, bearing, sealing and grease during a simulated journey.
For purpose of quality assurance and quality control, this test method is also used for batch testing of greases intended for use in axleboxes.
For light rail and tramway applications other standards or documents agreed between the customer and the supplier may be applied.

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

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

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

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

This European Standard specifies a testing method and sets the acceptance criteria for the determining of the lubrication ability of lubricating greases intended for the lubrication of axlebox bearings. The lubricating ability, primarily related to the capability of lubricating greases to protect against wear, is determined in a roller bearing lubricant test rig. Wear of the rolling bearing rollers, the frictional behaviour and temperature during the test are used to discriminate between lubricating greases.
NOTE 1   The testing method is referred to in EN 12081.
The method described is carried out in order to test axlebox greases for ordinary-speed vehicles, with speeds up to 200 km/h, and for greases intended for high-speed vehicles, with speeds up to 300 km/h. The method is a discriminating process, and those greases that pass will be subject to more extensive performance tests.
NOTE 2   In EN 12082 a more extensive rig performance test is described in detail. This rig performance test will check the satisfactory function of the assembly of box housing, bearing, sealing and grease during a simulated journey.
For purpose of quality assurance and quality control, this test method is also used for batch testing of greases intended for use in axleboxes.
For light rail and tramway applications other standards or documents agreed between the customer and the supplier may be applied.

This European Standard specifies check rail profiles which have been designed for this purpose. It does not cover guard rails which are to protect vehicle, bridge, viaduct and other structures in the event of a derailment.
Three grades of steel and five rail profiles are specified.

This European Standard specifies check rail profiles which have been designed for this purpose. It does not cover guard rails which are to protect vehicle, bridge, viaduct and other structures in the event of a derailment.
Three grades of steel and five rail profiles are specified.

TC - Modifications to the English reference version of the mother standard regarding the Foreword, "Additional information specific to EN 1991-2", "National Annex for EN 1991-2", Clauses 2, 4 and 6 and Annexes A, B, D and E.

The scope of this European Standard is:
-   to establish material requirements for cast austenitic manganese steel for fixed crossings and cradles for crossings with moveable parts designed to be welded or bolted to rails;
-   to formulate codes of practice for inspection, testing of un-machined and machined heat-treated castings;
-   to list the methods by which crossings should be identified and traced;
-   to define limits of weld rectification by the supplier;
-   special requirements for pre-hardened crossings.
Geometrical aspects, as machining tolerances and inspection of finished crossings are covered in EN 13232-6 and EN 13232-7 and therefore not in this European Standard.
This European Standard specifies the minimum requirements for cast manganese crossing components. Special applications (for instance tram systems) can require different demands in certain paragraphs and need to be agreed between customer and supplier.

This European Standard specifies restoration by electric arc welding and is limited to the head of the rails only.
This European Standard describes the approval systems for consumables and procedures used in manual metal arc and flux cored metal deposit rail repair welding. The standard includes the quality-related tasks and responsibilities of personnel involved in the electric arc repair welding of rails. The standard applies to plain rail and switches and crossings manufactured from new vignole railway rails R200, R220, R260, R260Mn and R350HT grade rails of 46 kg/m and above as contained in EN 13674-1.
The permitted welding processes are limited to Electric Arc (EA) in accordance with EN ISO 4063 and are by description Process No 111: MMA (Manual Metal Arc) and Process No 114: FCAW (Flux Cored Arc Welding). Their applications are described.
This European Standard may be applied in situ, at line side or at out of track locations. The flash welded leg ends of austenitic manganese steel crossings are included in this standard, except when located within 500 mm of manganese crossings.

It is well established that rolling noise originates in the combined ‘roughnesses’ of the wheel and rail running surfaces. Through the rolling interaction of the wheel and rail this roughness imposes a time history of relative displacement across the wheel-rail contact that leads to vibration of the wheel and of the track. This vibration, in turn, gives rise to the noise components radiated by the wheel, the rail and the sleeper. The fact that at low (‘normal’) levels, the roughness gives rise to noise radiation linearly and accounts for the noise fully, has been shown by the comparison of theoretical models and carefully controlled measurements [1]. It has furthermore entered the practice of a number of railways to control the roughness, even of uncorrugated, track as a measure to reduce noise.  In recent years, in line with the European Union’s strategy for harmonisation of internationally running train services in Europe, new Technical Specifications for Interoperability (TSI) have been written for the acceptance testing of new rolling stock. The acoustic TSI reflects the understanding of the noise generation mechanisms [2, 3]. In order to ensure that the acceptance test, that may be made at different locations on different rolling stock, is a fair test of the rolling stock and depends as little as possible on the local track design, the TSI specifies conditions for a ‘reference track’ on which pass-by noise measurements are to be made. The reference track is controlled in terms of the noise produced per unit level of combined roughness and the roughness of the rail head running surface. The first condition is characterised by a minimum decay rate spectrum that must be obtained on the reference track (for how this relates to the noise performance of the track see [4] and to [5] for the method of measurement). The second condition is a limit to the spectral level of rail roughness that may exist on the reference track [6].  To ensure comparable and...(...)...

It is well established that rolling noise originates in the combined ‘roughnesses’ of the wheel and rail running surfaces. Through the rolling interaction of the wheel and rail this roughness imposes a time history of relative displacement across the wheel-rail contact that leads to vibration of the wheel and of the track. This vibration, in turn, gives rise to the noise components radiated by the wheel, the rail and the sleeper. The fact that at low (‘normal’) levels, the roughness gives rise to noise radiation linearly and accounts for the noise fully, has been shown by the comparison of theoretical models and carefully controlled measurements [1]. It has furthermore entered the practice of a number of railways to control the roughness, even of uncorrugated, track as a measure to reduce noise.  In recent years, in line with the European Union’s strategy for harmonisation of internationally running train services in Europe, new Technical Specifications for Interoperability (TSI) have been written for the acceptance testing of new rolling stock. The acoustic TSI reflects the understanding of the noise generation mechanisms [2, 3]. In order to ensure that the acceptance test, that may be made at different locations on different rolling stock, is a fair test of the rolling stock and depends as little as possible on the local track design, the TSI specifies conditions for a ‘reference track’ on which pass-by noise measurements are to be made. The reference track is controlled in terms of the noise produced per unit level of combined roughness and the roughness of the rail head running surface. The first condition is characterised by a minimum decay rate spectrum that must be obtained on the reference track (for how this relates to the noise performance of the track see [4] and to [5] for the method of measurement). The second condition is a limit to the spectral level of rail roughness that may exist on the reference track [6].  To ensure comparable and...(...)...

This European Standard specifies restoration by electric arc welding and is limited to the head of the rails only.
This European Standard describes the approval systems for consumables and procedures used in manual metal arc and flux cored metal deposit rail repair welding. The standard includes the quality-related tasks and responsibilities of personnel involved in the electric arc repair welding of rails. The standard applies to plain rail and switches and crossings manufactured from new vignole railway rails R200, R220, R260, R260Mn and R350HT grade rails of 46 kg/m and above as contained in EN 13674-1.
The permitted welding processes are limited to Electric Arc (EA) in accordance with EN ISO 4063 and are by description Process No 111: MMA (Manual Metal Arc) and Process No 114: FCAW (Flux Cored Arc Welding). Their applications are described.
This European Standard may be applied in situ, at line side or at out of track locations. The flash welded leg ends of austenitic manganese steel crossings are included in this standard, except when located within 500 mm of manganese crossings.

Assessment of imposed loads associated with road traffic, pedestrian actions and rail traffic including dynamic effects, centrifugal, braking, acceleration and accidental forces, to be used for the structural design of road, railway and pedestrian/cycle bridges. Guidance on combinations with non-traffic loads and other actions on road and railway bridges, and loads on parapets.

Revised Annex ZA

Revised Annex ZA

Revised annex ZA

Revised Annex ZA

Revised Annex ZA