EN 1889-2:2003

SLOVENSKI STANDARD
01-junij-2004
Stroji za podzemne rudnike – Mobilni stroji za podzemne rudnike – Varnost – 2.
del: Tirne lokomotive
Machines for underground mines - Mobile machines working underground - Safety - Part
2: Rail locomotives
Maschinen für den Bergbau unter Tage - Bewegliche Maschinen für die Verwendung
unter Tage - Sicherheit - Teil 2: Lokomotiven
Machines pour l'exploitation de mines souterraines - Machines mobile souterraines -
Sécurité - Partie 2: Locomotives sur rails
Ta slovenski standard je istoveten z: EN 1889-2:2003
ICS:
73.100.40 Oprema za vleko in dviganje Haulage and hoisting
equipment
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EUROPEAN STANDARD
EN 1889-2
NORME EUROPÉENNE
EUROPÄISCHE NORM
June 2003
ICS 73.100.40
English version
Machines for underground mines - Mobile machines working
underground - Safety - Part 2: Rail locomotives
Machines pour l'exploitation de mines souterraines - Maschinen für den Bergbau unter Tage - Bewegliche
Machines mobile souterraines - Sécurité - Partie 2: Maschinen für die Verwendung unter Tage - Sicherheit -
Locomotives sur rails Teil 2: Lokomotiven
This European Standard was approved by CEN on 13 February 2003.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European
Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national
standards may be obtained on application to the Management Centre or to any CEN member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by translation
under the responsibility of a CEN member into its own language and notified to the Management Centre has the same status as the official
versions.
CEN members are the national standards bodies of Austria, Belgium, Czech Republic, Denmark, Finland, France, Germany, Greece,
Hungary, Iceland, Ireland, Italy, Luxembourg, Malta, Netherlands, Norway, Portugal, Slovakia, Spain, Sweden, Switzerland and United
Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: rue de Stassart, 36  B-1050 Brussels
© 2003 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 1889-2:2003 E
worldwide for CEN national Members.

Contents
Page
Foreword.3
Introduction .4
1 Scope .5
2 Normative references .5
3 Terms and definitions.7
4 List of significant hazards.8
5 Safety requirements and/or safety measures.11
6 Verification of safety requirements.24
7 Information for use .25
Annex A (normative) Illuminance requirements for locomotive headlights .30
Annex B (normative) Brake testing .35
Annex C (normative) Dimensions of locomotive drivers' cabs.38
Annex D (normative) Verification data for safety requirements.41
Annex E (normative) Model form for description of underground locomotives .45
Annex ZA (informative) Relationship of this European Standard with EC Directives.47
Bibliography .48
Foreword
This document (EN 1889-2:2003) has been prepared by Technical Committee CEN/TC 196, "Machines for
underground mines - Safety", the secretariat of which is held by BSI.
This European Standard shall be given the status of a national standard, either by publication of an identical text or
by endorsement, at the latest by December 2003, and conflicting national standards shall be withdrawn at the latest
by December 2003.
This document has been prepared under a mandate given to CEN by the European Commission and the European
Free Trade Association and supports essential requirements of EC Directive(s).
For relationship with EC Directive(s), see informative annex ZA, which is an integral part of this document.
Annexes A, B, C, D and E are normative.
This document includes a Bibliography.
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following
countries are bound to implement this European Standard: Austria, Belgium, Czech Republic, Denmark, Finland,
France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Luxembourg, Malta, Netherlands, Norway, Portugal,
Slovakia, Spain, Sweden, Switzerland and the United Kingdom.
Introduction
This European Standard is a type C standard as stated in EN 1070.
The machinery concerned and the extent to which hazards, hazardous situations and events are covered are indicated
in the scope of this document.
The standard takes into account the current state of the art and technical facilities to use in order to exclude or prevent,
as far as possible, hazards when rail locomotives are used underground.
When compiling this standard it has been assumed that:
components are:
a) designed in accordance with good engineering practice, taking account of expected shocks and vibrations and
calculation codes, including all failure modes;
b) of sound mechanical and electrical construction;
c) made of materials with adequate strength and of suitable quality; and
d) free of defects.
harmful materials, such as asbestos are not used;
components are kept in good repair and working order, so that the required dimensions remain fulfilled despite
wear;
negotiations have taken place between the manufacturer or authorised representative, purchaser and/or user
(e.g. for fire resistant fluids, safety equipment and load restraining devices).
1 Scope
1.1 This European standard specifies the safety requirements and tests for rail locomotives for use in
underground mining (i.e. mine locomotives) and other underground workings (e.g. tunnelling locomotives).
1.2 This European standard deals with the technical requirements to minimise the hazards listed in clause 4
which can arise during the commissioning, the operation and the maintenance of locomotives when carried out in
accordance with the specifications given by the manufacturer or his authorised representative.
This European standard does not address the special hazards associated with the rack drive of rack and pinion
locomotives.
1.3 This European standard does not deal with radiation and vibration. It does not address remote control
locomotives or operation in potentially explosive atmospheres. Hazards due to noise are excluded from this
.
standard, but a separate standard is in preparation where hazards due to noise will be addressed 1.4 This
European standard applies to locomotives which are manufactured after the date of issue of this standard.
2 Normative references
This European Standard incorporates by dated or undated reference, provisions from other publications. These
normative references are cited at the appropriate places in the text, and the publications are listed hereafter. For
dated references, subsequent amendments to or revisions of any of these publications apply to this European
Standard only when incorporated in it by amendment or revision. For undated references the latest edition of the
publication referred to applies (including amendments).
EN 292-1:1991, Safety of machinery — Basic concepts, general principles for design - Part 1: Basic terminology,
methodology
EN 292-2:1991 + EN 292-2:1991/A1:1995, Safety of machinery — Basic concepts, general principles for design —
Part 2: Technical principles and specifications
EN 294, Safety of machinery — Safety distances to prevent danger zones being reached by the upper limbs
EN 349, Safety of machinery — Minimum gaps to avoid crushing of parts of the human body
EN 418:1992, Safety of Machinery — Emergency stop equipment, functional aspects — Principles for design
EN 457, Safety of machinery — Auditory danger signals — General requirements, design and testing (ISO 7731:1986,
modified).
EN 547-1, Safety of machinery — Human body measurements — Part 1: Principles for determining the dimensions
required for openings for whole body access into machinery
EN 547-2, Safety of machinery — Human body measurements — Part 2: Principles for determining the dimensions
required for access openings
EN 547-3, Safety of machinery — Human body measurements — Part 3: Anthropometric data
EN 563, Safety of machinery — Temperatures of touchable surfaces — Ergonomics data to establish temperature
limit values for hot surfaces
EN 894-1, Safety of machinery — Ergonomic requirements for the design of displays and control actuators — Part 1:
General principles for human interactions with displays and control actuators
EN 894-2, Safety of machinery — Ergonomic requirements for the design of displays and control actuators — Part 2:
Displays
EN 894-3, Safety of Machinery — Ergonomic requirements for the design of displays and control actuators — Part 3:
Control actuators
EN 953, Safety of machinery — Guards — General requirements for the design and construction of fixed and
moveable guards
EN 954-1, Safety of machinery — Safety related parts of control systems — Part 1: General principles for design
EN 982, Safety of machinery — Safety requirements for fluid power systems and their components — Hydraulics
EN 983, Safety of machinery — Safety requirements for fluid power systems and their components — Pneumatics
EN 1050:1996, Safety of machinery – Principles for risk assessment.
EN 1070:1998, Safety of machinery — Terminology
EN 1679-1, Reciprocating internal combustion engines — Safety — Part 1: Compression ignition engines
EN 13202:2000, Ergonomics of the thermal environment — Temperatures of touchable hot surfaces - Guidance for
establishing surface temperature limit values in production standards with the aid of EN 563
EN 60204-1:1998, Safety of Machinery — Electrical equipment of machines — Part 1: General requirements
EN ISO 3411, Earth-moving machinery — Human physical dimensions of operators and minimum operator space
envelope (ISO 3411:1995)
EN ISO 8030, Rubber and plastic hoses — Method of test for flammability
ISO 1813, Belt drives — V-ribbed belts, joined V-belts and V-belts including wide section belts and hexagonal belts
— Electrical conductivity of antistatic belts: Characteristics and methods of test
ISO 3864, Safety colours and safety signs
ISO 6405-1, Operation and maintenance of earth moving machinery — Specification for common symbols for operator
controls and other displays
ISO 6405-2, Earth-moving machinery – Symbols for operator controls and other displays - Part 2: Specific symbols for
machines, equipment and accessories.
ISO 6805, Rubber hoses and hose assemblies for underground mining — Wire-reinforced hydraulic types for coal
mining — Specification
IEC 60332-1, Tests on electric cables under fire conditions — Part 1: Test on a single vertical insulated wire or
cable
3 Terms and definitions
For the purposes of this European Standard, the following terms and definitions together, where appropriate, with those
in EN 1070:1998 apply:
3.1
locomotive
self-powered uncaptivated vehicle running on a track of rails underground in mines or other underground workings,
designed for hauling persons, materials or mineral
3.2
driver
designated person suitably trained, qualified by knowledge and practical experience and provided with the necessary
instructions to ensure safe operation of the locomotive
3.3
service weight
sum of
the weight of the serviceable locomotive;
the weight of the driver (800 N);
two-thirds of the weight of the fuel stock.
3.4
braked weight
service weight of the locomotive less the weight of any unbraked wheels and the weight carried by them
3.5
brake ratio
ratio of the brake force acting between the locomotive and the rails against the direction of travel, and the braked
weight of the locomotive
3.6
skidding
when the circumferential speed of braked wheels is lower than the speed of the locomotive beyond the normal creep
speed. In the extreme case the circumferential speed is zero (wheels locked)
3.7
slipping
when the circumferential speed of driven wheels is greater than the speed of the locomotive beyond the normal
creep speed of the driven wheels
3.8
battery locomotive
electric locomotive which obtains its power from a battery or batteries
3.9
trolley locomotive
electric locomotive which obtains its power from a roadway conductor
3.10
battery/trolley (compound) locomotive
electric locomotive which obtains its power either from a battery or from a roadway conductor
3.11
diesel locomotive
diesel locomotive which obtains its power from a reciprocating internal combustion engine
3.12
mid-point switch disconnector
device designed to disconnect the power of a traction battery at a place where the voltage between the positive take-off
lead and the mid-point switch disconnector is approximately equal to that between the mid-point switch disconnector
and the negative take-off lead
3.13
braking systems
all the elements which combine together to brake and hold the locomotive. Such systems consist of a control,
means of power transmission and the brake itself
3.13.1
service braking system
primary system used for stopping and holding the locomotive
3.13.2
emergency braking system
additional braking system other than the service braking system, that can be applied manually or automatically to stop
the locomotive
3.13.3
parking braking system
system used to hold a stopped locomotive in the stationary condition
3.14
firedamp
flammable gas, consisting mainly of methane, found naturally in mines
4 List of significant hazards
Table 1 contains all the significant hazards, hazardous situations and events, as far as they are dealt with in this
standard, identified by risk assessment as significant for this type of machinery and which require action to
eliminate or reduce the risk.
Table 1 — List of significant hazards with associated requirements
EN 1050:1996, Hazards according to EN 1050:1996, Relevant clause/subclause of
annex A annex A this standard
1 Mechanical hazards due to: 5.1, 5.1.7, 5.2, 5.3, 5.13
- machine parts or workpieces, e.g.:
a) shape;
b) relative location;
c) mass and stability;
e) inadequacy of mechanical strength;
1.1 Crushing hazard 5.1.2, 5.1.3, 5.3, 5.13
1.2 Shearing hazard 5.1.2, 5.1.3, 5.3, 5.13
1.3 Cutting or severing hazard 5.1.2, 5.1.3, 5.13
1.4 Entanglement hazard 5.1.2, 5.1.3
1.5 Drawing-in or trapping hazard 5.1.2, 5.1.3, 5.13
1.6 Impact hazard 5.1.2, 5.1.3, 5.1.5, 5.3, 5.13
1.7 Stabbing or puncture hazard 5.1.2, 5.1.3, 5.13
1.8 Friction or abrasion hazard 5.1.2, 5.1.3, 5.13
1.9 High pressure fluid injection or ejection 5.4.1, 5.4.2
hazard
2 Electrical hazard due to:
2.1 Contact of person with live parts (direct 5.5
contact)
2.2 Contact of person with parts which have 5.5
become live under faulty conditions (indirect
contact)
2.4 Electrostatic phenomena 5.5.1
3 Thermal hazards, resulting in:
3.1 Burns and scalds by contact with objects or 5.1, 5.4.1,5.4.2, 5.14
materials with an extreme high or low
temperature, by flames or explosions and
also by the radiation of heat sources
3.2 Damage to health by hot or cold working 5.13
environment
7 Hazards generated by materials and
(and their constituent
substances
elements) processed or used by the
machinery
7.1 Hazards from contact with or inhalation of 5.4.1, 5.4.2, 5.6
harmful fluid, gases, mists, fumes and dusts
7.2 Fire or explosion hazard 5.4.2, 5.5, 5.6, 5.7, 5.14
8 Hazards generated by neglecting
ergonomic principles in machinery
design, e.g. hazards from:
8.1 Unhealthy postures or excessive effort 5.12, 5.13
8.2 Inadequate consideration of hand-arm or 5.13
foot-leg anatomy
8.4 Inadequate area lighting 5.8
8.5 Mental overload and underload, stress 5.12
8.6 Human error 5.12
Table 1 — List of significant hazards with associated requirements (continued)
EN 1050:1996, Hazards according to EN 1050:1996, Relevant clause/subclause of
annex A annex A this standard
10 Unexpected start-up/over-run/over-
speed (or any similar malfunction) from:
10.1 Failure/disorder of control supply 5.4, 5.5, 5.11, 5.12
11 Impossibility of stopping the machine in the 5.10, 5.11
best possible conditions
13 Failure of the power supply 5.4, 5.5, 5.6, 5.11, 5.12
14 Failure of the control circuit 5.4, 5.5, 5.11, 5.12
15 Errors of fitting 7.1.1, 7.1.2, 7.1.4
17 Falling or ejected objects or fluids 5.4
18 Loss of stability/overturning of machinery 5.1, 5.2, 5.3, 5.13
20 Relating to the travelling function:
20.1 Movement when starting the engine 5.11,
20.2 Movement without a driver at the driving 5.11.4.4
position
20.3 Movement without all parts in a safe 5.12.1.2
position
20.5 Excessive oscillations when moving 5.1.4
20.6 Insufficient ability of machinery to be 5.11, 5.12
slowed down, stopped and immobilised
21 Linked to the work position (inc. driving
station) on machine:
21.1 Fall of persons during access to (or at/from) 5.13.3, 5.13.5
the work position
21.2 Exhaust gases/lack of oxygen at the work 5.6.1, 5.6.2, 5.6.3
position
21.3 Fire (flammability of the cab, lack of 5.13, 5.14
extinguishing means)
21.4 Mechanical hazards at the work position:
c) fall of objects, penetration by objects; 5.13
21.5 Insufficient visibility from the work positions 5.13
21.6 Inadequate lighting 5.8, 5.12.3.5
21.7 Inadequate seating 5.13.7
22 Due to the control system:
22.1 Inadequate location of manual controls 5.12
22.2 Inadequate design of manual controls and 5.12
their mode of operation
23 From handling the machine (lack of 5.1.4
stability)
24 Due to the power source and to the
transmission of power:
24.1 Hazards from the engine and the batteries 5.5, 5.6
24.3 Hazards from couplings and towing 5.1, 5.3
25 From/to third persons:
25.1 Unauthorised start-up/use 5.12
Table 1 — List of significant hazards with associated requirements (continued)
EN 1050:1996, Hazards according to EN 1050:1996, Relevant clause/subclause of
annex A annex A this standard
25.3 Lack or inadequacy of visual or acoustic 5.9
warning means
26 Insufficient instructions for the 7.1, 7.3
driver/operator
29 Hazards generated by neglecting
ergonomic principles
29.1 Insufficient visibility from the driving 5.13.1, 5.13.4, 5.13.6
position
30 Mechanical hazards/events due to:
30.2 Failing accelerator or brake control of 5.11, 5.12
machinery running on rails
30.3 Failing or lack of deadman’s control of 5.11.1.7
machinery running on rails
32 Fire and explosion 5.4, 5.5, 5.6, 5.7, 5.14
33 Emission of dust, gases etc. 5.6
5 Safety requirements and/or safety measures
5.1 General/basic requirements
5.1.1 For the application of EN 953, EN 982, EN 983, EN 457, EN 563, EN 547 and
EN 60204-1 the manufacturer shall carry out an adequate risk assessment for the requirements thereof where
choice is necessary.
NOTE This specific risk assessment is part of the general risk assessment relating to the hazards not covered by this C
standard.
For hazards which are not covered by this standard, machinery shall conform as appropriate to EN 292.
5.1.2 All moving parts, with the exception of the wheels, drive lines and articulation area, shall be provided with
guards according to EN 953.
Gaps between guards and moving parts shall conform to EN 349 and EN 294.
5.1.3 Where hinged guards or covers can self-close, they shall be fitted with a support system to secure them in
the open position.
5.1.4 Locomotives shall be fitted with suspension and shock absorbing systems to ensure that all wheels
maintain contact with the rails and to absorb shock loading from the track. In the event of failure of the suspension
system, no part of the locomotive shall contact moving parts of the running gear or be below than the upper level of
the rails. This also applies to driver's cabs having their own bogie, e.g. driver's cabs of articulated locomotives.
NOTE Suspension systems with self-damping, e.g. multi-leaf springs, may not need a separate shock absorbing system.
5.1.5 The front faces of locomotives shall be painted in a safety colour in accordance with ISO 3864.
Locomotives shall have facilities for stowing any safety equipment (see also introduction, on negotiations).
5.1.6 For unintentional contact the temperature of hot surfaces inside of the locomotive are based on annex B of
EN 13202:2000 for 0,5 s contact time. For the parts that require handling during maintenance the temperature of
the touchable surface shall be in accordance with EN 563 for 5 s contact time. Where this limit cannot be
achieved, see 7.1.3.
Exhaust pipes within reach during operation which exceed the touchable surface temperatures given in EN 13202 for
0,5 s shall be guarded against unintentional contact in accordance with EN 953.
5.1.7 With the exception of couplings and the current collector (for trolley locomotives), all other components
shall be contained within the profile of the locomotive such that they are protected against accidental damage.
5.2 Design to facilitate handling
Where purpose-designed attachment points are provided they shall be designed to have a calculated minimum factor
of safety of 4 on ultimate breaking load in relation to their intended load carrying capacity. They shall be shaped to suit
the lifting means intended by the manufacturer, see 7.1.2. They shall be clearly and permanently marked with their load
carrying capacity, e.g. by welding. Where any such attachment points could be used to lift or move the whole
locomotive this factor of safety shall relate to the service weight of the locomotive.
Articulated locomotives shall be fitted with means to avoid relative movements between parts.
5.3 Couplings
5.3.1 Locomotives shall be equipped with couplings to absorb and to transfer the tensile and compressive forces
to the locomotive frame. The couplings and all parts of the locomotive lying in line with it shall be designed with a
minimum safety factor of 10 against failure in relation to the maximum drawbar pull of the locomotive (or
locomotives where these are designed to be used in tandem), for a minimum coefficient of static friction of 0,25 for
steel tyres and 0,40 for rubber or polymer derivative tyres.
NOTE Characteristics of the coupling are discussed between the manufacturer and the user, see introduction on
negotiation.
5.3.2 In the fully compressed position of the coupling, it shall be possible to move freely a non-deformable
sphere of 250 mm diameter between the front face of the locomotive and a vertical plane perpendicular to the
longitudinal axis of the locomotive at the extreme end of the coupling.
5.3.3 If it is intended that safety chains are to be used the attachment points of these shall have a minimum
breaking strength of not less than 2½ times the weight of the locomotive.
5.4 Fluid power systems
5.4.1 Hydraulic systems
5.4.1.1 Hydraulic systems shall be designed and installed to conform to EN 982.
5.4.1.2 Hydraulic systems (hydrostatic and hydrokinetic) shall be designed to enable non-toxic fluids as
defined in the 7th SHCMOEI Report [1] to be used to minimize risks to health.
5.4.1.3 Hydraulic systems (hydrostatic and hydrokinetic) on locomotives shall be designed such that fire-
th
resistant fluids can be used to minimise fire hazards (ISO 7745 and SHCMOEI 7 report) or the following
precautions shall be taken for all systems exceeding 10 l total capacity:
a) Hydraulic lines (rigid metal and flexible pipelines) shall be segregated from any unprotected electrical cable or
equipment (see 5.5.2.3), or any part of the locomotive, the surface of which, can become sufficiently hot to
reach 80 % of the flashpoint of the hydraulic fluid for which the system has been designed.
b) Hydraulic lines shall be shrouded to prevent flammable fluid under pressure being ejected from a leak or a
burst onto a hot surface as defined in paragraph a) above, or outside the profile of the locomotive.
NOTE National legislation implementing EU Directive 92/104/EEC can require the use of fire resistant fluids in hydraulic
systems, see introduction on negotiation.
5.4.1.4 Hydropneumatic accumulators shall conform to EN 982.
5.4.1.5 Reservoirs for hydraulic fluids shall be protected against corrosion, be secured to the locomotive and
incorporated in such a way (e.g. inside the rigid structure of the locomotive) that they are protected against
mechanical damage.
5.4.1.6 The filling apertures of reservoirs for hydraulic fluids shall be within reach of an operator standing at rail
level, otherwise means of access shall be provided. The filling aperture shall be designed and positioned in such a
way that any overflow or escape of hydraulic fluid is prevented under foreseeable operating conditions, including
derailment.
Any cap fitted shall be secured to prevent it working loose in service and shall require an intentional action to release it.
When released it shall remain permanently attached to the locomotive.
The location and marking of the filling point for any hydraulic system shall be designed to avoid the inadvertent
introduction of other substances (e.g. liquid fuel, water, sand) into the hydraulic system.
5.4.1.7 Reservoirs for fluids shall have a drainage device at their lowest point. Provision shall be made for free flow and
safe catchment of fluid without coming into the proximity of hot parts or electrical equipment. The design intent shall be
to prevent any fluid residues collecting in parts of the locomotive outside the hydraulic system.
5.4.1.8 Hydraulic pressure relief valves shall only allow hydraulic fluid to be discharged back into the system.
5.4.1.9 Hydraulic lines shall be designed as rigid metal lines or as flexible hoses.
Materials for hydraulic hoses and their components shall be in accordance with ISO 6805 and shall be fire-resistant so
that it will self extinguish within 30 s of removal of the flame in accordance with EN ISO 8030. Safety factors of the hose
assembly (including end fittings), shall be 2:1 for the dynamic pressure and 3:1 for burst pressure.
Hydraulic lines shall be designed to take into account the relative movement between components.
NOTE Where hose re-inforced with steel wire is used consideration needs to be given to fatigue aspects.
Hydraulic hoses containing fluid with a pressure exceeding 5 MPa (50 bar) and/or having a temperature exceeding
50 °C and located within 1 m of the driver or operator shall be guarded, see 5.1.1 and 5.1.2. Parts or components can
be considered as guards.
NOTE Line connections should be limited in number and designed to minimise any possibility of leakage during operation.
5.4.1.10 Tanks for hydraulic fluid shall be fitted with a mechanically protected fluid level indicator with at least
minimum and maximum operating levels.
5.4.1.11 Means shall be provided to monitor hydraulic fluid temperature and to warn the driver when the fluid
temperature approaches the maximum specified by the manufacturer (see also 5.14).
5.4.1.12 The design of the system shall be such that overheating of the fluid beyond the fluid and component
manufacturer’s rated temperature is not exceeded.
5.4.2 Pneumatic systems
5.4.2.1 Pneumatic systems shall be designed and installed in accordance with EN 983.
5.4.2.2 Compressors shall be designed to operate either on a lubricant which is resistant to carbonization (e.g.
synthetic oils), or fitted with temperature monitoring.
5.4.2.3 A filter shall be incorporated in every compressor air intake system to prevent the ingress of foreign
material.
5.5 Electrical equipment
5.5.1 General
5.5.1.1 Electrical equipment shall be designed, manufactured and installed in accordance with EN 60204-1.
5.5.1.2 All electric circuits, except for those cables between the starting battery and starter motor on diesel-
powered locomotives, shall be protected by suitable fuses or protective devices in accordance with 7.2 and 7.3 of
EN 60204-1:1998.
5.5.1.3 Where the chassis or frame of the locomotive is used as a current-carrying conductor, protection
against electric shock by direct contact shall be provided by limitation of voltage on the frame to a maximum of
25 V ac or 60 V dc. (See 6.4 of EN 60204-1:1998).
5.5.2 Cables
5.5.2.1 Cables external to enclosures shall be flexible; the outer sheath shall be flame-retardant, self-
extinguishing (in accordance with IEC 60332-1), and chemically resistant to oils and battery electrolyte in
accordance with 13.1 of EN 60204-1:1998. In addition, cables for control, communication and monitoring circuits
shall also be of adequate mechanical strength in accordance with 13.7.2 of EN 60204-1:1998.
5.5.2.2 All power conductors used in cables shall be manufactured of stranded copper or a material of at least
equivalent flexibility and conductivity.
5.5.2.3 All power cables shall be segregated (e.g. by use of mechanical barriers or by a distance of 150 mm)
from any fuel, lubrication or hydraulic lines, except where the cable is armoured or otherwise mechanically
protected, or where hydraulic or fuel lines and cables terminate at the same components, or where fire resistant
fluid is used in the hydraulic lines.
5.5.2.4 Cables shall be installed so that mechanical vibration does not cause their insulation to be worn away
(e.g. by rubbing or chaffing) or the enclosed conductors to fail by flexing fatigue.
NOTE The use of screen cable in conjunction with leakage to frame monitoring allows the advanced warning of insulation
failure which may result in short circuit of the power conductors.
5.5.3 Battery-powered locomotives
5.5.3.1 For battery powered locomotives, a means of off-load isolation shall be provided for the battery.
NOTE 1 Commonly this can be achieved by:
a) a switch disconnector or disconnector mounted on the battery container; or
b) a switch disconnector or disconnector combined in one unit with positive and negative plugs, mounted on the locomotive; or
c) a mid-point switch disconnector or disconnector mounted on the container and used in conjunction with separate positive
and negative plugs and sockets also mounted on the container, to allow the take-off leads to be disconnected for battery
changing. It should only be possible to disconnect the plugs and sockets by use of a special tool after the mid-point switch
disconnector has been opened. In this case, a separate switch disconnector mounted on the locomotive should also be
provided.
NOTE 2 For changing and re-charging the batteries it should only be possible.
i) to disconnect the battery sockets and plugs after the switch disconnector has been opened;
ii) to connect the battery sockets and plugs before the switch disconnector can be closed.
5.5.3.2 Locomotive traction batteries and their installation shall meet the following requirements:
a) The battery terminals and other live parts of the battery shall be protected against contact, e.g. by insulating
covers or caps.
b) Means shall be provided for battery power to be disconnected by the driver. Where this means is not located
within the reach of the seated driver a remote tripping system shall be provided. Disconnection of the battery
power shall cause the locomotive emergency brake to be applied automatically.
c) Switch disconnectors or disconnectors shall operate automatically if an external short-circuit occurs.
d) Switch disconnectors shall operate automatically if, in the case of rigid connection (i.e. guided rigid plug and
socket) between battery and locomotive, the battery is removed before separating the contacts.
e) All circuits on the vehicle shall be connected to the out going side of the switch disconnector, with the exception
of the control and lighting circuits, where these do not exceed 24 V.
NOTE Nothing in this sub-clause prevents the use of a supplementary switch disconnector to allow auxiliary equipment on
the locomotive or coupled vehicles to be powered.
5.5.3.3 Battery containers shall meet the following requirements:
a) The battery shall be housed in a robust, vented, fire resistant container which shall be provided with external
means to allow it to be lifted or removed from the locomotive without causing damage to the cells. Suitable
ventilation openings shall be provided in the battery container, compartment and or cover so that dangerous
accumulations of gases do not occur when the equipment is used or moved in accordance with manufacturer’s
instructions. In assessing suitable ventilation, accumulations of electrolytic gases shall be kept below 2 % in air
to avoid danger of ignition.
NOTE These requirements do not apply to recharging, see 7.1.3.
b) The finish of internal surfaces of battery containers shall be resistant to the chemical effects of the electrolyte.
c) Means shall be provided to allow the battery container to be secured against horizontal movement relative to
the locomotive during its operation. Such means shall be capable of withstanding likely external mechanical
stresses during normal service.
d) Batteries shall be covered. Metal covers shall be designed to provide an air space of at least 30 mm above the
live parts of the battery.
e) The covers shall be so constructed that no force is transmitted to or contact made with the battery cells or
connectors when a force of 980 N is applied to the cover over any area 200 x 200 mm. The cover shall be
fitted in such a way that its displacement needs an intentional manual action.
f) Means shall be provided to enable the cover of the battery container to be locked in a closed position.
g) The cover of the battery container shall be designed to prevent water or solid material from entering the container
or blocking any ventilation openings.
NOTE A solid top is usually necessary to stop dripping water and solid material dropping from above. The sides and base
should conform to IP 23 of EN 60529:1991 as a minimum.
h) Where foreign material and or electrolyte can accumulate on the cell tops or within the container, the container
shall be designed to facilitate cleaning.
i) Sparking or hot components which can reach a temperature of 300 °C or more, shall not be located where
explosive gas/air mixtures can be present. Battery connectors shall be accepted as non sparking components
provided they are not used as an emergency switching-off device.
5.5.3.4 Indication shall be provided to the driver of the locomotive of the state of charge of the battery, together
with a warning device when a state of deep discharge (approximately 50 % of the voltage at full load) is
approached.
NOTE 1 A higher level of discharge may be needed according to local conditions, see introduction on negotiation.
NOTE 2 Additionally, a device can be provided which automatically isolates the battery after a predetermined period if the
driver continues to operate the locomotive after the discharge warning is given.
5.5.4 Trolley and compound (i.e. battery/trolley) locomotives
5.5.4.1 It shall be possible to lower and raise current collectors from the driver's cab, without the driver leaving
the cab. Means shall be provided for securing the current collector in its lowered position.
5.5.4.2 Current collectors shall be suitable for both directions of travel without needing to be reversed and,
unless the collector shoe is laterally restricted, shall be at least 300 mm wide.
5.5.4.3 Trolley contact rollers shall not be used.
5.5.4.4 Live parts of the current collector shall be insulated with the exception of parts in direct contact with the
conductor, with an allowance for wear. All other metal parts which are not live shall be electrically bonded to the
frame and to the locomotive wheels.
The driver's cab shall have a roof so arranged as to prevent the driver making accidental contact with any live
conductor when in the cab.
5.5.4.5 The overcurrent protection of traction current cables shall be located as close as possible to the
current collector. The locomotive design shall be such that if the overcurrent protection is activated, the current
collector is automatically lowered from the power supply.
5.5.4.6 In the case of compound locomotives the traction circuit shall be designed such that the battery
cannot energise the current collector or the overhead conductor under any circumstances.
5.6 Diesel locomotives
5.6.1 Only reciprocating internal combustion engines shall be used which meet the requirements of EN 1679-1
operating with a fuel with a flash point exceeding 55 °C. Where locomotives are intended to be used in places with
low ventilation flow, engine emission limits shall be reduced (see introduction, negotiation).
NOTE For exhaust emission limits, Directive 97/68/EC should to be taken in to account.
5.6.2 Diesel engine exhaust gases shall be directed so as to minimise penetration into the driver's cab or
personnel compartment where this forms part of the locomotive, e.g. by vertical positioning of the exhaust outlet at
a point which is not between the seat and roof level of the cab, or by on-board dilution.
Exhaust pipes shall be in a direction where there is least possible harm to surrounding persons during operation, e.g.
positioned vertically upwards, or arranged such that the exhaust gas is diluted.
5.6.3 Where the locomotive is intended to be used in atmospheres containing methane (see introduction,,
negotiation). the emission values shall be given for 0, 0,5, 1,0 and 1,5 % CH in the air inlet to the engine. The
measurements shall be done at maximum speed with no load.
NOTE The emission test for use in potentially explosive atmospheres should be done with the full flameproof equipment
installed or simulated on the engine.
5.6.4 Where batteries are fitted for starting purposes and/or feeding other power circuits, the following apply:
a) Batteries shall be positioned and secured to prevent mechanical damage. Spillage of liquid shall not be
possible on components of the locomotive.
b) Non-sealed batteries shall be housed and, vented.
c) The finish of internal surfaces of battery containers shall be resistant to the chemical effects of the electrolyte.
d) The battery terminals shall be protected against contact, e.g. by insulating covers or shrouds.
e) A switch disconnector shall be fitted close to the battery.
5.7 Fuel systems
5.7.1 Fuel tanks shall be manufactured from steel, protected against corrosion, fixed to the locomotive and be
incorporated in such a way that they are protected against mechanical damage (e.g. inside the rigid structure of
the locomotive). The tank shall conform to a pressure tightness test at a minimum pressure of 20 kPa.for a period
of at least 15 mins, following which no leakage shall be visible.
5.7.2 The filler inlets of fuel tanks shall be easily accessible. The filling aperture shall be designed and
positioned in such a way that any overflow or escape of fuel is prevented when on any gradient for which the
locomotive is designed. Any cap fitted shall be secured to prevent it working loose in service and shall require an
intentional action to release it. When released it shall remain permanently attached to the locomotive.
5.7.3 Fuel tanks shall be vented to maintain atmospheric pressure within the tank by use of a breather filter rated
not greater than 125
than 250
5.7.4 Fuel tanks shall have a supply shut-off device. See also EN 1679-1.
5.7.5 In the event of leakage of any fuel pipe on the suction side of the fuel pump, the fuel system shall be
designed to avoid flow of fuel from the tank either by gravity or by siphon.
5.7.6 Fuel lines shall be:
a) metal piping or steel braided flexible hoses.
b) laid taking in to account the effects of mechanical vibration, corrosion and heat. Joints shall remain visible.
NOTE Line connections should be minimised in number and be designed to provide reliable protection against leaks during
operation.
5.7.7 Fuel tanks shall be fitted with devices in accordance with 5.4.1.7.
5.8 Lighting
5.8.1 Locomotives shall be equipped for each direction of travel with at least one white headlight, at least one
taillight, a parking light and at least one durable red reflector.
NOTE 1 The head and taillights may be separate units or combined in one unit.
NOTE 2 The taillights may also be used as parking lights.
5.8.2 Provision shall be made for adjustment of the direction of the headlight beam. Adjustment shall only be
possible by using a tool.
5.8.3 The glasses of the lights and the reflectors shall be easily cleanable.
5.8.4 The taillights at each end of the locomotive shall be switched on automatically whenever the locomotive is
energized.
5.8.5 Headlights shall conform to annex A for illuminance.
5.8.6 The taillight shall be rated at a minimum of 5 W. Any parking lights shall also be rated at a minimum of 5 W.
5.9 Audible warning
Locomotives shall be equipped with a device to give a clearly audible warning of approach to personnel in the
locomotive’s path. Audible warnings shall conform to EN 457.
It shall be possible to operate the means of audible warning from each driving position.
5.10 Sanding device
5.10.1 Locomotives, with the exception of trolley and compound locomotives, shall be equipped with a sanding
device which can be operated from any driving position. The minimum requirement is for the sanding to be directed
for the benefit of the braked wheels of the first axle in the direction of travel.
NOTE Sanding devices are not usually fitted to trolley and compound locomotives as this can form an insulating layer
between the locomotive wheels and the rails forming the current return path.
5.10.2 The sandboxes shall be designed to prevent the entry of moisture and impurities. It shall be easy to fill the
sandboxes and to remove any clogging.
5.11 Brake systems
5.11.1 General
5.11.1.1 Locomotives shall be fitted with service, emergency and parking brakes. The braking characteristics
shall be designed for stopping the train within a distance as short as compatible with the intended frictional
conditions between wheels and rails and with the intended loading an
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