CEN/TC 256/SC 4 - Cross-functional applications

This document defines the assessment of endurable longitudinal compressive force (LCF) of a vehicle. The endurable longitudinal compressive force is a parameter depending on the vehicle design. It is used to estimate the risk of derailment of a vehicle as a result of being subjected to longitudinal compressive force, under operating conditions.
NOTE 1   As operating conditions can vary in several aspects (infrastructure, train configurations etc.), this document defines uniform assessments of endurable longitudinal compressive force per vehicle in specific operating conditions. The main assessment of endurable longitudinal compressive force for conventional trains is derived from UIC 530-2:2011, which is based on practical tests performed in ERRI-B12. Assessments of endurable longitudinal compressive force for high-capacity trains in this document are required by the methodology of IRS 40421. IRS 40421 assesses operational train parameters.
This document applies to the following types of vehicles:
-   single wagons;
-   permanently coupled units with standard ends between the vehicles;
-   permanently coupled units with diagonal buffers and screw couplers between the vehicles;
-   permanently coupled units with a bar coupler between the vehicles;
-   articulated units with 2-axle bogies;
-   wagons with 3-axle bogies;
-   low-floor wagons with eight or more axles (e.g. rolling road wagon);
-   vehicles with centre couplers;
-   railbound construction and maintenance machines as defined in EN 14033-1:2017.
NOTE 2   This document defines the acceptance process to be followed by vehicles that are operated in a way that high longitudinal compressive force occur in the trains due to their operational environment (e.g. train composition, brake mode, track layout).
The following vehicles are not in the scope of this document:
-   locomotives and passenger rolling stocks;
-   vehicles that are only operated in passenger trains.
NOTE 3   Locomotives, passenger rolling stocks and vehicles operated in passenger trains only are not in the scope of this document as they either are subject to low longitudinal compressive force in operation or have sufficient endurable longitudinal compressive force due to their axle load.
Acceptance criteria and test conditions as well as conditions for simulation are defined in this document. Conditions for dispensation of the assessment of the endurable longitudinal compressive force are also defined in this document.
This document applies principally to vehicles which operate without restrictions on tracks with a gauge of 1 435 mm in Europe.
NOTE 4   The influence on railway systems using other gauges is not sufficiently understood to extend the scope of this document to gauges other than 1 435 mm.
NOTE 5   For wagons with centre couplers, a need for assessment of derailment risk due to Longitudinal Forces on other gauges (1 524 mm, 1 600 mm, 1 668 mm) has been expressed. The influence on railway systems using other gauges is not sufficiently understood. This document only introduces some notions to assess it independently from the gauge.

This document establishes requirements, test procedures, assessment methods and acceptance criteria for operating rolling stock in open track. For pressure variations and slipstream effects beside the track, requirements and assessment methods are provided. For running resistance, assessment methods are addressed in this document. Load cases on infrastructure components due to train-induced pressure variations and slipstream effects are addressed in this document. For ballasted track test set-ups for ballast projection assessment are proposed.
The requirements only apply to rolling stock of the heavy rail system with maximum train speeds above 160 km/h and not to other rail systems. The document is applicable to all rolling stock and infrastructure in open air with nominal track gauges of 1 435 mm to 1 668 mm inclusive.

This document specifies the fire resistance requirements and testing methods for fire barriers for railway vehicles.
The objective of the measures and requirements, specified in this document, is to protect passengers and staff in railway vehicles in the event of a developing fire on board.
Use of a Fire Containment and Control System, where permitted as an alternative to a fire barrier, is not in the scope of this document. It is not within the scope of this document to describe measures that ensure the preservation of the railway vehicles in the event of a fire.

This document specifies fire safety requirements for railway vehicle design to cover the objectives specified in EN 45545-1:2013.
The measures and requirements specified in this document aim to protect passengers and staff in railway vehicles in the event of a fire on board by minimizing the risk of a fire starting, delaying the fire development and controlling the spread of fire products through the railway vehicle, thus aiding evacuation.
It is not within the scope of this document to describe measures which ensure the preservation of the railway vehicles in the event of a fire.

This document defines the process to determine the conditions under which dispensation from on-track testing according to EN 14363:2016+A2:2022 can be given to freight wagons. In its application this document specifies the means by which dispensation from on-track tests is possible.
This document is subordinate to EN 14363:2016+A2:2022.
The dispensation conditions described in this document apply to all freight wagons and non-powered special vehicles with operating conditions of freight trains, which are operated on the heavy rail network with standard gauge (1 435 mm).
NOTE 1   The various rail-inclinations used in Europe (1:20, 1:40 and 1:30) are covered by the conditions for dispensation.
This document is not limited to any type of freight vehicle; however, freight wagons with defined parameters and equipped with certain running gear types, which have been previously accepted, are considered to have a continuing dispensation from on-track testing. The parameters of these freight wagons and running gear are detailed within this document.
NOTE 2   The test procedures described in this document (and in EN 14363:2016+A2:2022) can be applied also to applications with other track gauges e.g. 1 524 mm or 1 668 mm. The limit values could be different. If established running gear are existing in such restricted networks the related ranges of running gear and vehicle parameters for dispensation from on-track tests might be specified together with the operational parameters (speed, cant deficiency, maximum axle load) based on previous tests and operating experiences. These limit values and parameters will be specified on national level.
This document only contains requirements for characteristics related to requirements for on-track tests specified in EN 14363:2016+A2:2022.

This document specifies the requirements for hygiene and cleanliness on railway vehicles and where appropriate the necessary interfacing infrastructure equipment.
The areas specifically concerned on the railway vehicle include toilets, toilet doors, hand wash facilities, baby changing facilities, feminine hygiene articles management and fresh water supply. In the catering areas for water supply and disposal systems only.
This document also includes extensive guidance and best practice to assist in the design, manufacture, operation and maintenance of railway vehicle hygiene equipment.

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 provides terms and definitions for rail networks and rail vehicles guided by track and wheels, both made of steel and/or other materials.
This includes heavy rail and urban rail systems.
This document is applicable as a reference for future European Standards and the revision of existing standards and represents a set of general technical terms and definitions.
This document does not apply to specific applications such as:
-   track construction and maintenance machines not travelling on rails;
-   road-rail machines when not travelling on rails;
-   magnetic levitation transport networks and vehicles;
-   guided busways and guided busses;
-   non-public rail networks and vehicles, e.g. mine rail systems;
-   rail networks and vehicles exclusively for leisure, historical and tourist purposes, e.g. mountain-, field-, park-, cable rail systems, funiculars and theme park rides;
-   trolley busses.
Not in the scope are terms and definitions related to:
-   control command and signalling,
-   operation,
-   geographical aspects.

This document specifies the preparation and reproduction of design parts lists.
This document defines the basic principles and structure of design parts lists.
This document is applicable to all design parts lists for railway applications.

This document specifies the preparation, administration, and reproduction of technical documents.
It complies with the requirements of EN, ISO or IEC Standards for technical documents.
This document is applicable to all to technical documents for railway applications, irrespective of technology i.e., mechanical, pneumatic, hydraulic, electric, electronic etc.

This document specifies the basis of revising technical design documents.
This document is applicable to all technical design documents for railway applications, irrespective of the material form like transparency originals, plotter drawings, aperture cards, computer readable data media, photoprints etc.

The scope of this European Standard is restricted to the measurement of vertical wheel forces and calculation of derived quantities on vehicles in service. Measurements of a train in motion are used to estimate the static forces.
Derived quantities can be:
-   axle loads;
-   side to side load differences of a wheel set, bogie, vehicle;
-   overall mass of vehicle or train set;
-   mean axle load of a vehicle or train set.
This standard is not concerned with the evaluation of:
-   dynamic wheel force or derived quantities;
-   wheel condition (i.e. shape, profile, flats);
-   lateral wheel force;
-   combination of lateral and vertical wheel forces.
The standard defines accuracy classes for measurements to be made at any speed greater than 5 km/h within the calibrated range, which may be up to line speed.
The aim of this standard is to obtain measurement results that give representative values for the distribution of vertical wheel forces of a running vehicle, which under ideal conditions will be similar to those that can be obtained from a standing vehicle.
This standard does not impose any restrictions on the types of vehicles that can be monitored, or on which networks or lines the measuring system can be installed.
The standard lays down minimum technical requirements and the metrological characteristics of a system for measuring and evaluating a range of vehicle loading parameters. Also defined are accuracy classes for the parameters measured and the procedure for verifying the calibration.
The measuring system proposed in this standard should not be considered as safety critical. If the measuring system is connected to a train traffic command and control system then requirements that are not part of this standard may apply.
Measuring systems complying with this standard have the potential to enhance safety in the railway sector. However, the current operating and maintenance procedures rather than this standard are mandatory for ensuring safety levels in European rail networks.

This document specifies the data exchange of technical documents such as bill of material, technical drawings and other related technical documents for rolling stock.

This European Standard specifies interface requirements on vehicles and on ground based refilling and storage equipment for any railway vehicle fitted with internal combustion engine (s) requiring a NOx reduction agent AUS 32 (32 % aqueous urea solution) as specified in ISO 22241-1.
It is also applicable to mobile or temporary refilling points for AUS 32.

This document gives guidelines for the cross wind assessment of railways.
This document is applicable to all passenger vehicles, locomotives and power cars (with a maximum train speed above 140 km/h up to 360 km/h) and freight wagons (with a maximum train speed above 80 km/h up to 160 km/h) and track gauges from 1 435 mm to 1 668 mm inclusive. For passenger vehicles, locomotives and power cars with a maximum train speed between 250 km/h and 360 km/h, a requirement to demonstrate the cross wind stability is imposed. This document is not applicable to light rail and urban rail vehicles.

This document covers the following aspects:
—   Definition of a common method to assess track loading of a heavy rail vehicle for lines of 1 435 mm track gauge in curve radii below 250 m (test zone 5), which is not part of the acceptance testing according to EN 14363. This method is restricted to vehicles with maximum vertical wheelset forces up to 225 kN. It includes consideration of:
—   on-track measurements with instrumented wheelsets;
—   on-track measurements with local measurement sites;
—   simulation including description of requirements for use;
—   recalculation of EN 14363 results including description of requirements for use;
—   simple parameter check (dispensation from assessment of track loading).
—   Description of available knowledge of running behaviour of existing vehicles.
—   Description of observed track wear and damage related to traffic mix, track loading results of vehicles and axle loads related to track design.
The decision which railway line requires these tests is not part of this specification.
This specification can support national regulations in this field but does not affect directly existing national regulations such as [4] and [5].

This document specifies laboratory test procedures to determine a high-frequency dynamic stiffness, “acoustic stiffness”, of resilient components of rail fastening assemblies.
This document is applicable to complete rail fastening assemblies and to pad components of fastening systems including both discrete and continuous fastening systems.
It is applicable to the measurement of the dynamic transfer stiffness under a prescribed pre-load and the associated hysteretic damping loss factor.
It provides measurement methods and pre-load, excitation and frequency range conditions for application to ground borne and structure borne noise as well as for rolling noise.
It is not applicable to the measurement of the stiffness of pads and fastening assemblies under static or low-frequency dynamic loading used for track mechanics.

This European Standard defines the process for assessment of the running characteristics of railway vehicles for the European network of standard gauge tracks (nominally 1 435 mm).
In addition to the assessment of the running characteristics of vehicles for acceptance processes, this standard also defines quantities and dependencies that are not directly used for acceptance purposes. This information is for example intended for the validation of simulation models. It can also be used to define operating conditions outside the reference conditions to be used for the approval.
The assessment of running characteristics applies to vehicles which:
-   are newly developed;
-   have had relevant design modifications; or
-   have changes in their operating conditions.
The assessment process is based on specified target test conditions (see 3.1) given in this document.
Experience over many years has demonstrated that vehicles complying with this standard can be operated safely on infrastructure with conditions more severe than the target test conditions, if the current general operating rules are applied. As an example it is generally current practice to restrict cant deficiency in curves below a certain radius. It may be necessary to adapt these operating rules, if a deterioration of the infrastructure conditions is observed. These operating rules are defined on a national basis. The procedure to evaluate these operating rules is out of the scope of this standard.
NOTE 1   There are margins included in the specified limit values and the statistical evaluation. They cannot be quantified, but they explain why vehicles can also be operated at full speed and cant deficiency in many cases outside of the target test conditions.
This standard also enables the demonstration of compliance against the target test conditions for the case that their combination is not achievable during tests. It is also possible to carry out the assessment of a vehicle for limited test conditions such as test zones 1 and 2 or reduced speed or reduced cant deficiency. In this case the approval of the vehicle shall be restricted accordingly.
NOTE 2   National regulations sometimes allow the increase or decrease of the values for speed, curve radius and cant deficiency for local operation based on safety considerations taking into account the local characteristics of the infrastructure (track layout, track structure, track geometrical quality and contact conditions). These local characteristics can be different from those included in the assessment for the vehicle acceptance.
NOTE 3   The methods of this standard can also be applied to gather information about the compatibility between the vehicle and infrastructure with conditions more severe than the target test conditions. The results of such investigations can be used to determine safe operating rules for such infrastructure conditions.
Where testing the vehicle demonstrates that the performance of a vehicle complies with the requirements of this standard when operating at maximum speed and maximum cant deficiency under infrastructure conditions that are more severe than the target test conditions, the obtained results are accepted and there is no need to carry out additional tests to fulfil the requirements defined in this standard.
This standard addresses four aspects:
1)   Vehicles
The assessment of the running characteristics applies principally to all railway vehicles. The document contains acceptance criteria for all types of vehicles with nominal static vertical wheelset forces up to 225 kN (of the highest loaded wheelset of the vehicle in the assessed load configuration specified in 5.3.2). In addition for freight vehicles with nominal static vertical wheelset forces up to 250 kN the acceptance criteria are defined. The acceptance criteria given in this document apply to vehicles designed to operate on standard gauge tracks.

This document establishes aerodynamic requirements, test procedures, assessment methods and acceptance criteria for operating rolling stock in tunnels. Aerodynamic pressure variations, loads, micro pressure wave generation and further aerodynamic aspects to be expected in tunnel operation are addressed in this document. Requirements for the aerodynamic design of rolling stock and tunnels of the heavy rail system are provided. The requirements apply to heavy rail systems only.

This document is applicable to the lines with standard track gauge (1 435 mm) and wider track gauges of the heavy rail system  and the vehicles that are operated on these lines. This includes machines used for construction, maintenance, inspection, repair and renewal when they are operated in running mode, but not, when they are in working or travelling mode.
This document specifies methods of classification of existing and new lines of the heavy rail system and the categorization of rail vehicles.
This document gives guidance to a reliable and established management of the interface between rail vehicles and the heavy rail network and does not impose any requirements on either vehicles or infrastructure.
The application of this document enables to ensure the static route compatibility between a rail vehicle and the heavy rail network with respect to the vertical load carrying capacity.
It contains requirements relevant to:
—   classification of the vertical load carrying capacity of lines of the heavy rail network;
—   allocation of rail vehicles to line categories (categorization);
—   determination of payload limits of freight wagons.
This document does not apply to:
—   assessments of compatibility based on the parameter axle load alone;
—   compatibility checks for cases where an additional dynamic analysis is required (for example according to EN 1991 2);
—   requirements relating to the maximum total mass or maximum length of a train;
—   the system used in Great Britain, where all lines and vehicles are classified in accordance with the RA (Route Availability) System. A guide to the equivalent line categories in accordance with this European Standard is given in Annex F;
—   the publication of line categories.
The requirements of this document do not replace any regulations related to running behaviour of vehicles described by the assessment quantities for running safety, track loading and ride characteristics (see EN 14363).

This document establishes definitions and evaluation methods for wheel-rail contact geometry parameters influencing the vehicle running dynamic behaviour:
-   the rolling radius difference between the two wheels of a wheelset (Δr-function) which serves as a basis for all further calculations;
-   the equivalent conicity function from which are derived:
-   a single equivalent conicity value for a specified amplitude which is relevant for the assessment of vehicle running stability on straight track and in very large radius curves according to EN 14363;
-   the nonlinearity parameter which characterizes the shape of this function and is related to the vehicle behaviour particularly in the speed range close to the running stability limit;
-   the rolling radii coefficient which is used to describe the theoretical radial steering capability of a wheelset in a curved track.
Additional information is given about the relationship between the contact angles of the two wheels of a wheelset (Δtanγ-function) and about the roll angle parameter.
NOTE   Out of the presented parameters only those related to the contact angle are relevant for independently rotating wheels of wheel pairs.
Descriptions of possible calculation methods are included in this document. Test case calculations are provided to achieve comparable results and to check the proper implementation of the described algorithms.
To validate alternative methods not described in this document acceptance criteria are given for the equivalent conicity function. This includes reference profiles, profile combinations, tolerances and reference results with tolerance limits.
This document also includes minimum requirements for the measurement of wheel and rail profiles as well as of the parameters needed for the transformation into a common coordinate system of right- and left-hand profiles.
This document does not define limits for the wheel-rail contact geometry parameters and gives no tolerances for the rail profile and the wheel profile to achieve acceptable results.
For the application of this document some general recommendations are given.

This document provides background information regarding the changes from EN 15302:2008+A1:2010 to the revised version dated 2021, including the reasons for decisions and additional explanation and guidance that is not appropriate in the standard.
The range of equivalent conicity results obtained with different software tools is described. The additional wheel-rail contact parameters, rolling radii coefficient and nonlinearity parameter, are explained. More information is also provided on the different calculation methods and the updated reference profiles for the assessment. The influence of simplifications used in determination of equivalent conicity is discussed.
To provide more information on the importance of considering the complete measurement and calculation process, methods for plausibility checks, eliminating outliers and assessing the uncertainty and repeatability of measurements are included as well as assessments of the smoothing process.
Guidance is given on fields of application of the wheel-rail contact parameters, on the selection of appropriate reference profiles (choice of reference rail profile and rail inclination for assessing wheel profiles and vice versa) and on handling special cases.
As some references in EN 14363 to wheel-rail contact test conditions have caused difficulties in understanding, clarifications issued by ERA are mentioned.
Interpretation of equivalent conicity results, using tools such as conicity maps, is discussed and various approximations such as ‘quick conicity’ assessments are also described.
Information is included on possible additional wheel-rail contact parameters, not yet ready for standardization, but where further experience is needed.
NOTE   In this document the commonly used term “wheel-rail contact geometry” is used as a synonym for the more precise term “wheelset-track contact geometry”.

The objective of this document is to provide an overview of the SCCs requirements captured from the current legislation and the actors involved in their fulfilment.
In addition, this document aims to promote a common understanding of those requirements together with practical arrangements to fulfil them in a proper way and giving guidance for the SCCs identification and management.
The objective of the document is neither to produce an applicable list of SCCs nor to provide for examples of SCCs.
This document is applicable to vehicles only. The definition of “vehicle” is as in Art. 3(21) of the Safety Directive [3].

This document specifies the measurement method and conditions to obtain reproducible noise levels on-board all kinds of vehicles operating on rails or other types of fixed track, hereinafter conventionally called “unit”, except for track maintenance vehicles in working modes.
This document is applicable to type testing. It does not include all the instructions to carry out monitoring testing or evaluation of noise exposure of passengers or drivers over a whole journey.
This document is not applicable to guided buses.
It provides measurement procedures for vehicle interior noise (in general, a vehicle type test is carried out using only a selected subset of these tests):
—    when the vehicle is moving at constant speed;
—    when the vehicle is stationary;
—    when the vehicle is accelerating or decelerating;
—    in the driver's cab when an external warning horn is sounding (specifically required for European Union regulation application)
It does not provide measurement procedures for:
—    audibility or intelligibility of any audible signals;
—    assessment of warning devices other than warning horns.
The assessment of noise exposure of train crew due to operational conditions is not in the scope of this document.
The results can be used, for example:
—    to characterise the noise inside these units;
—    to compare the internal noise of various units on a particular track section;
—    to collect basic source data for units.
The test procedures specified in this document are of engineering grade (grade 2), the preferred grade for noise declaration purposes as defined in ISO 12001. If test conditions are relaxed, for example as they are for monitoring of in-service trains, then the results are no longer of engineering grade.
The procedures specified for accelerating and decelerating tests are of survey grade (grade 3).

This document discusses:
-   economic aspects of ballast projection;
-   comparison of methods in France and Spain for rolling stock;
-   infrastructure assessment methods;
-   review of available literature;
-   next steps and recommendations regarding standardization and research.

This document specifies procedures to assess acoustic signals at passenger external doors applying to all kind of rolling stock. The following applies to this standard:
-   this document refers to acoustical passenger information indicating the release, opening and closing of passenger doors;
-   this document is applicable to tonal signals with defined frequency components levels and pulse sequences;
-   this document is not applicable to spoken information or to signals comprising a sequence of impulses (such as a door finding signal).
NOTE   Acoustic door signals are defined in EN 16584 2 "Design for PRM use".

This document specifies the assessment of Fire Containment and Control Systems (FCCS) and associated fire detection systems for railway vehicles as an alternative to the fire barriers specified in EN 45545-3.
This document describes:
- assessment of installation and capability of fire detection system;
- assessment of interaction between fire detection system and FCCS;
- application and limitations of assessment process (mock-up or real scale test).
This document considers any additional assessment requirements when vehicle designs which have already been assessed as acceptable to this document are modified, or when new design variants, which have an impact on FCCS, are made which are based on an existing design.
This document is applicable to any railway vehicle, where fire detection systems and/or Fire Control and Containment Systems are used.
This document defines performance requirements and verification and validation requirements for systems whose objective is to detect and control or contain the effect of fire in order to create a protected area within the railway vehicle until passengers and staff can be evacuated from the railway vehicle. It is additionally assumed that the new railway vehicles comply with EN 45545-2 (material properties) and EN 45545-4 (design rules) in order to achieve the safety requirements defined in the EN 45545 series.

This document describes the measurement of the toxicity potential of the products of combustion based on two test methods:
- Method 1: EN ISO 5659-2 Smoke chamber area-based test with Fourier transform infrared spectroscopy (FTIR) gas analysis techniques;
- Method 2: NF X70-100-2 Tubular furnace small mass-based test.
NOTE 1 This document also specifies test equipment and set out the calculation procedures for evaluation of toxicity data.
NOTE 2 This document can be used in addition to others for the determination of toxic gases from devices installed in tunnel.

This European Standard specifies the interface requirements for controlled emission toilet equipment on railway vehicles and the infrastructure, including catering area sink waste retention tanks. Vehicle and infrastructure specific requirements are also given.
The European Standard includes fixed and portable infrastructure equipment used to empty retention tanks, but excludes equipment fitted to railway vehicles where no fixed connections are used between vehicle and infrastructure.

1.1   This document specifies a direct measurement method for characterizing the surface roughness of the rail and wheel associated with rolling noise ("acoustic roughness"), in the form of a one-third octave band spectrum.
This document describes a method for:
a)   selecting measuring positions along a track or selecting wheels of a vehicle;
b)   selecting lateral positions for measurements;
c)   the data acquisition procedure;
d)   measurement data processing in order to estimate a set of one-third octave band roughness spectra;
e)   presentation of this estimate for comparison with limits of acoustic roughness;
f)   comparison with a given upper limit in terms of a one-third octave band wavelength spectrum;
g)   the measuring system requirements.
1.2   It is applicable to the:
a)   compliance testing of reference track sections in relation to the acceptance test for noise emitted by railway vehicles;
b)   performance testing of track sections in relation to noise emitted by railway vehicles;
c)   acceptance of the running surface condition only in the case where the acoustic roughness is the acceptance criterion;
d)   assessment of the wheel surface condition as an input for the acoustic acceptance of brake blocks;
e)   assessment of the wheel and rail roughness as input to the calculation of combined wheel rail roughness;
f)   diagnosis of wheel-rail noise issues for specific tracks or wheels;
g)   assessment of the wheel and rail roughness as input to rolling noise modelling;
h)   assessment of the wheel and rail roughness as input to noise source separation methods.
1.3   It is not applicable to the:
a)   measurement of roughness (rail roughness, wheel roughness or combined roughness) using an indirect method;
b)   analysis of the effect of wheel-rail interaction, such as a “contact filter”;
c)   approval of rail and wheel reprofiling, including rail grinding operations, except for those where the acoustic roughness is specifically the approval criterion (and not the grinding quality criteria as provided in e.g. EN 13231-3);
d)   characterization of track and wheel geometry except where associated with noise generation.

This document applies to the measurement of vertical wheel forces of railway vehicles in maintenance workshops and at manufacturing sites. It also deals with derived quantities that are used to describe the vehicle’s vertical wheel force distribution.
The document defines the assessment and acceptance criteria for the measurement process. The requirements for this assessment support the specification, the design and the operation of the measurement process. It is considered that the measurements are made either statically or quasi-statically. This document is applicable to all railway vehicles.
The commercial weighing of vehicles is not covered by the scope of this document, nor does it define in which cases the wheel forces of a vehicle will be measured.

This document defines requirements for the content on maintenance records on railway vehicles and guidance to help the parties involved in the maintenance process to fulfil their responsibilities, especially to:
-   document that maintenance has been ordered properly;
-   document that maintenance has been delivered according to the maintenance order.
The following are out of the scope of this document:
-   managing documentation required to schedule and carry out maintenance (e.g. trigger events for planned maintenance or fault notices reported by train crew);
-   managing fault notices generated by trainborne diagnostic systems;
-   managing documentation related to the interaction between railway undertakings and ECM (e.g. return to operation).

This document defines the meaning of the common terms in use in the field of railway rolling stock maintenance.
Unless otherwise specified in this document, the terms of EN 13306 will be applied.

This document describes the methodology and the elements to be considered for the creation and modification of a vehicle maintenance plan, up to the validation. This document describes general requirements (list of input data, structure and content) of a maintenance plan.
For the creation and modification of a maintenance plan, this document lists:
-   preparation and selection of documents and input data;
-   analysis of input data and development of the maintenance plan up to its validation;
-   process to be followed to create a maintenance plan
-   reasons to check a current maintenance plan;
-   risk assessment and process to be followed to modify the maintenance plan;
-   monitoring conditions (e.g. justification methods, verification, validation, documentation, roles, skills and knowledge).
This document applies only to preventive maintenance.

This document describes the measurement of the toxicity potential of the products of combustion based on two test methods:
- Method 1: EN ISO 5659-2 Smoke chamber area-based test with Fourier transform infrared spectroscopy (FTIR) gas analysis techniques;
- Method 2: NF X70-100-2 Tubular furnace small mass-based test.
NOTE 1 This document also specifies test equipment and set out the calculation procedures for evaluation of toxicity data.
NOTE 2 This document can be used in addition to others for the determination of toxic gases from devices installed in tunnel.

This document is related to EN 15654-1, Railway applications - Measurement of vertical forces on wheels and wheelsets - Part 1: On-track measurement sites for vehicles in service, which lays down minimum technical requirements and the metrological characteristics of a system for measuring and evaluating a range of vehicle loading parameters during operation in service.
The aim of this document is to describe approval and verification procedures to validate the functional and metrological characteristics of measurement systems and confirm them over time.
The goal is to obtain the comparability and reproducibility of measurement results under different boundary conditions. To minimize the number of tests, the approval and verification procedures are divided into:
-   type approval,
-   initial verification,
-   in-service verification.
The accuracy class of a measurement system depends on the measurement device, vehicle and track characteristics. Test procedures covering these influences are described to ensure reproducibility in all networks.
The procedures described in this document do not impose any restrictions on the design of measurement sites, on the types of vehicles that can be monitored, or on which networks or lines the measuring system can be installed.
The annexes include examples for test procedures, calculation of maximum permissible errors and statistical test methods.

This document sets out a test protocol to determine the burning behaviour of a rail vehicle seat design using a set of complete seats prepared and tested according to the procedures given in this document. It also sets out a standardized procedure to assess a seat’s potential for vandalization.
This document describes:
-   fire test method;
-   test equipment specification;
-   protocol for test specification procedure;
-   vandalization procedure;
-   calibration procedure.

This European Standard describes the specific ‘Design for PRM Use’ requirements for obstacle-free routes applying to infrastructure and the assessment of those requirements. The following applies to this European Standard:
-   The definitions and requirements describe specific aspects of ‘Design for PRM Use’ required by persons with disabilities and persons with reduced mobility as defined in the PRM TSI;
-   This European Standard defines elements which are universally valid for obstacle-free routes. The definitions and requirements of this European Standard should be used for infrastructure applications;
-   This European Standard only refers to aspects of accessibility for PRM passengers, it does not define general requirements and general definitions;
-   This European Standard assumes that the infrastructure is in the defined operating condition;
-   Where minimum or maximum dimensions are quoted these are absolute NOT nominal requirements.
This European Standard contains requirements relating to 'Obstacle-free routes'.

This European Standard describes the specific ‘Design for PRM use’ requirements applying to rolling stock and the assessment of those requirements. The following applies to this standard:
-   The definitions and requirements describe specific aspects of ‘Design for PRM use’ required by persons with disabilities and persons with reduced mobility as defined in the PRM TSI;
-   This standard defines elements which are universally valid for obstacle free travelling including steps for access and egress and boarding aids. The definitions and requirements of this standard are to be used for rolling stock applications;
-   This standard only refers to aspects of accessibility for PRM passengers it does not define general requirements and general definitions;
-   This standard assumes that the vehicle is in the defined operating condition;
-   Where minimum or maximum dimensions are quoted these are absolute NOT nominal
The ‘Accessibility of persons with reduced mobility’ standard is written in two parts:
-   This document is Part 1 and contains:
-   Steps for access and egress
-   Part 2 contains
-   Boarding aids.

This European Standard describes the specific ‘Design for PRM use’ requirements applying to rolling stock and the assessment of those requirements. The following applies to this standard:
-   the definitions and requirements describe specific aspects of ‘Design for PRM use’ required by persons with disabilities and persons with reduced mobility as defined in the PRM TSI;
-   this standard defines elements which are universally valid for obstacle free travelling including steps for access and egress and boarding aids. The definitions and requirements of this standard are to be used for rolling stock applications;
-   this standard only refers to aspects of accessibility for PRM passengers it does not define general requirements and general definitions;
-   this standard assumes that the vehicle is in the defined operating condition;
-   where minimum or maximum dimensions are quoted these are absolute NOT nominal.
The ‘Accessibility of persons with reduced mobility’ standard is written in two parts:
-   Part 1 contains:
-   steps for access and egress.
-   this document is Part 2 and contains:
-   boarding aids.

This European Standard describes the specific ‘Design for PRM use’ requirements applying to rolling stock and the assessment of those requirements. The following applies to this standard:
-   the definitions and requirements describe specific aspects of ‘Design for PRM use’ required by persons with disabilities and persons with reduced mobility as defined in the PRM TSI;
-   this standard defines elements which are universally valid for obstacle free travelling including toilets, elements for sitting, standing and moving and clearways and internal doors. The definitions and requirements of this standard are to be used for rolling stock applications;
-   this standard only refers to aspects of accessibility for PRM passengers. It does not define general requirements and general definitions;
-   this standard assumes that the rolling stock is in its defined operating condition;
-   where minimum or maximum dimensions are quoted these are absolute NOT nominal requirements.
The 'Equipment and components' standard is written in three parts:
-   Part 1 contains:
-   toilets;
-   this document is Part 2 and contains:
-   handholds;
-   seats;
-   wheelchair spaces;
-   Part 3 contains:
-   clearways;
-   internal doors.

This European Standard describes the specific ‘Design for PRM use’ requirements applying to rolling stock and the assessment of those requirements. The following applies to this standard:
-   the definitions and requirements describe specific aspects of ‘Design for PRM use’ required by persons with disabilities and persons with reduced mobility as defined in the PRM TSI;
-   this standard defines elements which are universally valid for obstacle free travelling including toilets, elements for sitting, standing and moving and clearways and internal doors. The definitions and requirements of this standard are to be used for rolling stock applications;
-   this standard only refers to aspects of accessibility for PRM passengers. It does not define general requirements and general definitions;
-   this standard assumes that the rolling stock is in its defined operating condition;
-   where minimum or maximum dimensions are quoted these are absolute NOT nominal requirements.
The 'Equipment and components' standard is written in three parts:
-   Part 1 contains:
-   toilets;
-   Part 2 contains:
-   handholds;
-   seats;
-   wheelchair spaces;
-   this document is Part 3 and contains:
-   clearways;
-   internal doors.

This European Standard describes the specific ‘Design for PRM use’ requirements applying to rolling stock and the assessment of those requirements. The following applies to this standard:
-   the definitions and requirements describe specific aspects of ‘Design for PRM use’ required by persons with disabilities and persons with reduced mobility as defined in the PRM TSI;
-   this standard defines elements which are universally valid for obstacle free travelling including toilets, elements for sitting, standing and moving and clearways and internal doors. The definitions and requirements of this standard are to be used for rolling stock applications;
-   this standard only refers to aspects of accessibility for PRM passengers. It does not define general requirements and general definitions;
-   this standard assumes that the rolling stock is in its defined operating condition;
-   where minimum or maximum dimensions are quoted these are absolute NOT nominal requirements.
The 'Equipment and Components' standard is written in three parts:
-   this document is Part 1 and contains:
-   toilets;
-   part 2 contains:
-   handholds;
-   seats;
-   wheelchair spaces;
-   part 3 contains:
-   clearways;
-   internal doors.

Introduction
Based on the Directive 2001/16/EC modified by Directive 2004/50/EC of the European Community and additional activities of a number of EC member states concerning "Obstacle-free Travelling" ERA published a Technical Specification Interoperability for "People with Reduced Mobility (PRM)" which was mandated by the EC. The objective of this TSI is to enhance the accessibility of rail transport to these persons.
The definition of People with Reduced Mobility is in accordance with clause 2.2 of the TSI PRM.
General
-   The definitions and requirements shall describe the utilisation of information by people with reduced mobility especially for people with hearing, visual or communication impairments.
-   This standard defines elements which are universally valid for obstacle free travelling such as lighting, contrast, tactile feedback, transmission of visual and acoustic information. The definitions and requirements of this standard shall be used for infrastructure as well as rolling stock applications.
-   The standard shall define aspects of accessibility (to Infrastructure and Rolling Stock) specifically required by PRM users, it shall not define general requirements and definitions applicable to all users.
-   For preparing the terms and definitions well-defined operating conditions are to be considered. Any damages or operating trouble e.g. failures of parts of the lighting system will not be taken into account.
Definition of systems and components
-   Part 1 Contrast
Terms and definitions for systems and components
The task is to describe clear and consistent terms and definitions. Where measurement methods and/or assessment procedures are needed to allow a clear pass/fail assessment, this task shall be done as well.
Existing European standards shall be taken into account for this work.

This European standard describes the specific ‘Design for PRM Use’ requirements applying to both infrastructure and rolling stock and the assessment of those requirements. The following applies to this standard:
-   The definitions and requirements describe specific aspects of ‘Design for PRM Use’ required by persons with disabilities and persons with reduced mobility as defined in the PRM TSI.
-   This standard defines elements which are universally valid for obstacle free travelling including lighting, contrast, tactile feedback, transmission of visual and acoustic information. The definitions and requirements of this standard are to be used for infrastructure and rolling stock applications.
-   This standard only refers to aspects of accessibility for PRM passengers it does not define non PRM related requirements and definitions.
-   This standard assumes that the infrastructure or rolling stock is in its defined operating condition.
-   Where minimum or maximum dimensions are quoted these are absolute NOT nominal requirements.
The ‘General Requirements’ standard is written in three parts:
-   Part 1 contains:
-   contrast.
-   Part 2 contains:
-   spoken information;
-   written information;
-   tactile information;
-   pictograms.
-   This document is Part 3 and contains:
-   lighting;
-   low reflecting properties;
-   transparent obstacles;
-   slip resistance.

Introduction
Based on the Directive 2001/16/EC modified by Directive 2004/50/EC of the European Community and additional activities of a number of EC member states concerning "Obstacle-free Travelling" ERA published a Technical Specification Interoperability for "People with Reduced Mobility (PRM)" which was mandated by the EC. The objective of this TSI is to enhance the accessibility of rail transport to these persons.
The definition of People with Reduced Mobility is in accordance with clause 2.2 of the TSI PRM.
General
-   The definitions and requirements shall describe the utilisation of information by people with reduced mobility especially for people with hearing, visual or communication impairments.
-   This standard defines elements which are universally valid for obstacle free travelling such as lighting, contrast, tactile feedback, transmission of visual and acoustic information. The definitions and requirements of this standard shall be used for infrastructure as well as rolling stock applications.
-   The standard shall define aspects of accessibility (to Infrastructure and Rolling Stock) specifically required by PRM users, it shall not define general requirements and definitions applicable to all users.
-   For preparing the terms and definitions well-defined operating conditions are to be considered. Any damages or operating trouble e.g. failures of parts of the lighting system will not be taken into account.
Definition of systems and components
-   Part 2 Information
o   Spoken information
o   Written information
o   Tactile feedback
o   Pictograms
Terms and definitions for systems and components
The task is to describe clear and consistent terms and definitions. Where measurement methods and/or assessment procedures are needed to allow a clear pass/fail assessment, this task shall be done as well.
Existing European standards shall be taken into account for this work.

This European Standard is applicable to authorities involved in railway operation and may also be applied for light vehicles (e.g. trams, metros, etc. running on two rails) and their associated infrastructure, but not for systems such as rail-guided buses.
It allows rolling stock and infrastructures to be dimensioned and their compliance to be checked relative to applicable gauging rules.
For rolling stock and infrastructure, this standard is applicable to new designs, to modifications and to the checking of vehicles and infrastructures already in use.
This document EN 15273-1 covers:
   the general principles;
   the various elements and phenomena affecting the determination of gauges;
   the various calculation methods applicable to the elements shared by the infrastructure and by the rolling stock;
   the sharing rules for elements taken into account in calculations specific to the infrastructure and to the rolling stock;
   a catalogue of European gauges.
This document does not cover:
   conditions to be met to ensure safety of passengers on platforms and of persons required to walk along the tracks;
   conditions to be met by the fixed equipment maintenance machines in active position;
   the space to be cleared for the running track of rubber-tyred metros and other vehicles;
   rules applicable to extraordinary transportation, however some formulae may be used;
   rules applicable to the design of the overhead contact line system;
   rules applicable to the design of the current collection system on a third rail;
   simulation methods for the running of vehicles, however, it does not confirm the validity of existing simulations;
   verification rules of wagon loadings;
   coding methods for combined transportation;
   infrastructure gauges for very small curve radii (e.g. R < 150 m for gauge G1).

This standard:
-   defines the various profiles needed to install, verify and maintain the various structures near the structure gauge;
-   lists the various phenomena to be taken into account to determine the structure gauge;
-   defines a methodology that may be used to calculate the various profiles from these phenomena;
-   lists the rules to determine the distance between the track centres;
-   lists the rules to be complied with when building the platforms;
-   lists the rules to determine the pantograph gauge;
-   lists the formulae needed to calculate the structure gauges in the catalogue.
The defined gauge includes the space to be gauged and maintained to allow the running of rolling stock, and the rules for calculation and verification intended for sizing the rolling stock to run on one or several infrastructures without interference risk.
This standard defines methodologies to demonstrate gauge compatibility between infrastructure and rolling stock.
This standard defines the responsibilities of the following parties:
a)   for the infrastructure:
1)   gauge clearance;
2)   maintenance;
3)   infrastructure monitoring.
b)   for the rolling stock:
1)   compliance of the operating rolling stock with the gauge concerned;
2)   maintenance of this compliance over time.
The gauges included in these standards have been developed as part of their application on European railways. Other networks such as regional, local, urban and suburban networks may apply the gauge regulations defined in this standard. They may be required to make use of specific methodologies, particularly where:
-   specific rolling stock is used (for example: underground trains, trams, etc. operating on two rails);
-   use occurs in other ranges of radii;
-   others, etc.
The catalogue included in this standard only includes a selection of gauges and is not exhaustive. Each network is free to define the gauges in accordance with their own needs.

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.