45 - RAILWAY ENGINEERING
ICS 45 Details
RAILWAY ENGINEERING
EISENBAHNTECHNIK
CHEMINS DE FER
ŽELEZNIŠKA TEHNIKA
General Information
Frequently Asked Questions
ICS 45 is a classification code in the International Classification for Standards (ICS) system. It covers "RAILWAY ENGINEERING". The ICS is a hierarchical classification system used to organize international, regional, and national standards, facilitating the search and identification of standards across different fields.
There are 2807 standards classified under ICS 45 (RAILWAY ENGINEERING). These standards are published by international and regional standardization bodies including ISO, IEC, CEN, CENELEC, and ETSI.
The International Classification for Standards (ICS) is a hierarchical classification system maintained by ISO to organize standards and related documents. It uses a three-level structure with field (2 digits), group (3 digits), and sub-group (2 digits) codes. The ICS helps users find standards by subject area and enables statistical analysis of standards development activities.
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This document specifies the requirements for testing items of equipment intended for use on railway vehicles which are subsequently subjected to vibrations and shock owing to the nature of railway operational environment. To gain assurance that the quality of the equipment is acceptable, it is exposed to tests of reasonable duration that simulate the service conditions seen throughout its expected life.
Simulated long-life testing can be achieved in a number of ways each having their associated advantages and disadvantages, the following being the most common:
a) amplification: where the amplitudes are increased and the time base decreased;
b) time compression: where the amplitude history is retained and the time base is decreased (increase of the frequency);
c) decimation: where time slices of the historical data are removed when the amplitudes are below a specified threshold value.
The amplification method as stated in item a) above, is used in this document and together with the publications referred to in Clause 2; it defines the default test procedure to be followed when vibration testing items for use on railway vehicles.
Whilst this document is primarily concerned with railway vehicles on fixed rail systems, its wider use is not precluded. For systems operating on pneumatic tyres, or other transportation systems such as trolleybuses, where the level of shock and vibration clearly differ from those obtained on fixed rail systems, specific test levels can be considered. In that case, the frequency spectra and the shock duration and amplitude are computed in compliance with the guidelines in Annex A.
Annex F provides the functional random vibration load that can be considered by the user for urban vehicles operating on pneumatic tyres.
This document applies to single axis testing. However, multi-axis testing is possible.
The anchoring bolts at the fixing point(s) of the equipment are not evaluated in this document.
This document is intended to evaluate equipment which is attached to the main structure of the vehicle (and components mounted thereon). It is not intended to test equipment which forms part of the main structure. Main structure in the sense of this document means car body, bogie and axle.
The following items are out of scope of this document:
– the traction motors for railway vehicles;
– any mechanical substructure not equipped with electrical, electronic or pneumatic component.
Additional or special vibration tests for some specific equipment are not specified in this document, for example:
a) equipment mounted on, or linked to, items which are known to produce defined frequency excitation;
b) equipment such as pantographs, shoegear, or suspension components which are known to be exposed to specific shock and vibration excitation;
c) equipment intended for use in special operational environments as specified by the customer;
d) transportation and handling tests.
- Standard77 pagesEnglish languagee-Library read for1 day
’This document specifies a possible test setup and test methodology on how bearing arrangements can be tested in which the bearing outer ring instead of the inner ring is the rotating component. The bearing arrangement can be based on cartridge bearings but also on a symmetric or asymmetric combination of single row roller bearings which do not constitute a self-contained unit. This document focusses on grease lubricated bearing arrangements. A test setup for oil lubricated bearing arrangements is different.
The document also suggests test acceptance criteria based on the thermal behaviour of the bearings which takes the special loading and application conditions into consideration. This document offers the possibility to be referred to if bearing arrangements with rotating outer ring undergo performance testing in line with EN 12082-1 for conventional bearings.
The necessary type and extent of testing are specified by the deployment procedure specified in EN 12082-2, with respect to design requirements on the axlebox and its components.
A compliance with EN 12080 and EN 12081 of bearing and grease is not a pre-requisite for the application of this document.
- Technical specification27 pagesEnglish languagee-Library read for1 day
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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.
- Standard39 pagesEnglish languagee-Library read for1 day
’This document specifies a possible test setup and test methodology on how bearing arrangements can be tested in which the bearing outer ring instead of the inner ring is the rotating component. The bearing arrangement can be based on cartridge bearings but also on a symmetric or asymmetric combination of single row roller bearings which do not constitute a self-contained unit. This document focusses on grease lubricated bearing arrangements. A test setup for oil lubricated bearing arrangements is different.
The document also suggests test acceptance criteria based on the thermal behaviour of the bearings which takes the special loading and application conditions into consideration. This document offers the possibility to be referred to if bearing arrangements with rotating outer ring undergo performance testing in line with EN 12082-1 for conventional bearings.
The necessary type and extent of testing are specified by the deployment procedure specified in EN 12082-2, with respect to design requirements on the axlebox and its components.
A compliance with EN 12080 and EN 12081 of bearing and grease is not a pre-requisite for the application of this document.
- Technical specification27 pagesEnglish languagee-Library read for1 day
This document specifies the requirements for testing items of equipment intended for use on railway vehicles which are subsequently subjected to vibrations and shock owing to the nature of railway operational environment. To gain assurance that the quality of the equipment is acceptable, it is exposed to tests of reasonable duration that simulate the service conditions seen throughout its expected life.
Simulated long-life testing can be achieved in a number of ways each having their associated advantages and disadvantages, the following being the most common:
a) amplification: where the amplitudes are increased and the time base decreased;
b) time compression: where the amplitude history is retained and the time base is decreased (increase of the frequency);
c) decimation: where time slices of the historical data are removed when the amplitudes are below a specified threshold value.
The amplification method as stated in item a) above, is used in this document and together with the publications referred to in Clause 2; it defines the default test procedure to be followed when vibration testing items for use on railway vehicles.
Whilst this document is primarily concerned with railway vehicles on fixed rail systems, its wider use is not precluded. For systems operating on pneumatic tyres, or other transportation systems such as trolleybuses, where the level of shock and vibration clearly differ from those obtained on fixed rail systems, specific test levels can be considered. In that case, the frequency spectra and the shock duration and amplitude are computed in compliance with the guidelines in Annex A.
Annex F provides the functional random vibration load that can be considered by the user for urban vehicles operating on pneumatic tyres.
This document applies to single axis testing. However, multi-axis testing is possible.
The anchoring bolts at the fixing point(s) of the equipment are not evaluated in this document.
This document is intended to evaluate equipment which is attached to the main structure of the vehicle (and components mounted thereon). It is not intended to test equipment which forms part of the main structure. Main structure in the sense of this document means car body, bogie and axle.
The following items are out of scope of this document:
– the traction motors for railway vehicles;
– any mechanical substructure not equipped with electrical, electronic or pneumatic component.
Additional or special vibration tests for some specific equipment are not specified in this document, for example:
a) equipment mounted on, or linked to, items which are known to produce defined frequency excitation;
b) equipment such as pantographs, shoegear, or suspension components which are known to be exposed to specific shock and vibration excitation;
c) equipment intended for use in special operational environments as specified by the customer;
d) transportation and handling tests.
- Standard77 pagesEnglish languagee-Library read for1 day
IEC 62590-2-2:2026 describes functions and working principles, specifies requirements, interfaces, and test methods for controlled converters for DC electric traction power supply systems:
– AC/DC converters:
• rectifiers,
• inverters,
• combinations.
– DC converters.
The purpose of the converters can be a power connection to other power networks or energy storages.
The common characteristic of this equipment is the possibility to influence the power flow in the DC electric traction power supply system. The converters can be:
– line-commutated;
– self-commutated.
This document applies to fixed installations of the following electric traction systems:
– railway networks,
– metropolitan transport networks including metros, tramways, trolleybuses and fully automated transport systems, magnetic levitated transport systems, and electric road systems.
- Standard49 pagesEnglish languagee-Library read for1 day
This document specifies requirements for railway driving simulators for drivers' training. It defines the minimum functions and performances for a driver training simulator.
This document is applicable to all guided transport systems, including for mainlines, metros, tramways and light rails, as part of public/private transport systems. These vehicles are intended for the operation of intercity, urban and suburban passenger or freight services with self-propelled systems and operated on either segregated or not segregated paths.
Annexes A to D provide additional information.
- Standard41 pagesEnglish languagee-Library read for1 day
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.
- Standard39 pagesEnglish languagee-Library read for1 day
This document is applicable to safety-related electronic systems using for digital communication purposes a transmission system which was not necessarily designed for safety-related applications. For transmission systems where the risk of unauthorized access is not negligible, the document defines the interface to the applicable cybersecurity standards.
Both safety-related equipment and non-safety-related equipment can be connected to the transmission system.
This document gives the specific requirements needed to achieve safety-related communication between safety-related equipment connected to the transmission system, while the general system requirements including allocation of safety requirements and content of the safety case are defined in EN 50129.
This document is not applicable to existing systems which had already been accepted prior to the release of this document. However, so far as reasonably practicable, it is applicable to modifications and extensions to existing systems, subsystems and equipment.
This document does not specify:
- the transmission system;
- equipment connected to the transmission system;
- solutions (e.g. for interoperability);
- which kind of data are safety-related and which are not.
A safety-related equipment connected through an open transmission system can be subjected to many different cybersecurity threats, against which an overall program is defined encompassing management, technical and operational aspects.
- Standard64 pagesEnglish languagee-Library read for1 day
IEC 60310:2026 specifies the terms and definitions, classification, service conditions, characteristics and test methods for transformers and inductors on board rolling stock. This document is applicable to traction and auxiliary power transformers installed on board rolling stock and to the various types of power inductors inserted in the traction and auxiliary circuits of rolling stock, of dry or liquid-immersed design. This document is also applicable to the traction transformers of three-phase AC line-side powered vehicles and to the transformers inserted in the single-phase or polyphase auxiliary circuits of vehicles, after agreement between purchaser and manufacturer. This document does not apply to instrument transformers, transformers of a rated output below 1 kVA single-phase or 5 kVA poly-phase, and inductors of a rated output below 1 kVAR single-phase or 5 kVAR poly-phase on board rolling stock. This document does not cover accessories such as tap changers, resistors, heat exchangers, fans, etc., intended for mounting on transformers or inductors, which are tested separately according to the relevant rules. This fifth edition cancels and replaces the fourth edition published in 2016. This edition constitutes a technical revision.
This edition includes the following significant technical changes with respect to the previous edition:
a) typical circuits for transformer and inductors are added;
b) letter symbols for cooling methods are added;
c) dielectric test table is modified;
d) subclauses for the tests of transformers and inductors are restructured;
e) temperature test for dry type transformer and dry type inductors are separated in different subclauses;
f) requirements for shock and vibration tests are updated according to IEC 61373:20.
- Standard81 pagesEnglish languagee-Library read for1 day
This document is applicable to safety-related electronic systems (including subsystems and equipment) for railway signalling applications.
This document applies to generic systems (i.e. generic products or systems defining a class of applications), as well as to systems for specific applications.
The scope of this document and its relationship with other CENELEC standards are shown in Figure 1.
This document is applicable only to the functional safety of systems. It does not deal with other aspects of safety such as occupational health and safety of personnel or potential threats created by the technology regardless of their intended functions (e.g. presence of sharp edges, presence of electric voltage, presence of combustible material). Cybersecurity aspects of functional safety are addressed only to the extent consistent with the application of the relevant standards, where needed.
This document applies to all the phases of the life cycle of a safety-related electronic system, focusing in particular on phases from 4 (specification of system requirements) to 10 (system acceptance) as defined in EN 50126 1:2017.
Requirements for systems which are not related to safety are outside the scope of this document.
This document is not necessarily applicable to systems, subsystems or equipment which had already been accepted prior to the date of withdrawal (dow) of the standards conflicting with this document. However, so far as reasonably practicable, it is applicable to modifications and extensions to such systems, subsystems and equipment.
NOTE In the case of partial modifications, it can happen that the system can no longer be declared compliant with a single version of the standard, meaning that the modified part will be compliant with the current version and the unmodified parts will be compliant with the previous version.
This document is primarily applicable to systems, subsystems or equipment which have been specifically designed and manufactured for railway signalling applications. It is also applicable, to the extent of 6.2, to general-purpose or industrial equipment (e.g. power supplies, display screens, or other commercial off the shelf items) which is procured for use as part of a safety-related electronic system.
This document is aimed at railway duty holders, railway suppliers, and assessors as well as at safety authorities, although it does not define an approval process to be applied by the safety authorities.
- Standard140 pagesEnglish languagee-Library read for1 day
The scope of this document is the definition of the functional interface between the TDC and other train systems. These "Other Train Systems" are the train systems interfacing with the TDC excluding the displays (CLC/TR 50542-2), ETCS/STM onboard (Subset-121) and already designed class B ATP systems.
The functional interface deals with data exchanged between the TDC and these train systems as shown in Figure 1.
The TDC is defined in document CLC/TR 50542-1.
(...)
- Technical report11 pagesEnglish languagee-Library read for1 day
This document specifies requirements for railway driving simulators for drivers' training. It defines the minimum functions and performances for a driver training simulator.
This document is applicable to all guided transport systems, including for mainlines, metros, tramways and light rails, as part of public/private transport systems. These vehicles are intended for the operation of intercity, urban and suburban passenger or freight services with self-propelled systems and operated on either segregated or not segregated paths.
Annexes A to D provide additional information.
- Standard41 pagesEnglish languagee-Library read for1 day
This document specifies the method to characterize and classify the quality of track geometry based on parameters specified in EN 13848 1.
This document also specifies different track geometry classes.
This document does not:
— apply to lines with a nominal gauge less than 1 435 mm;
— specify requirements for urban rail systems.
- Standard30 pagesEnglish languagee-Library read for1 day
This document specifies a process guideline and a methodology to support the introduction of new materials and processes to meet the minimum requirements in the railway sector for all rolling stock defined in EN 17343 and onboard equipment.
This document is applicable to new materials and processes for all rolling stock and onboard equipment.
- Standard32 pagesEnglish languagee-Library read for1 day
This document specifies a process guideline and a methodology to support the introduction of new materials and processes to meet the minimum requirements in the railway sector for all rolling stock defined in EN 17343 and onboard equipment.
This document is applicable to new materials and processes for all rolling stock and onboard equipment.
- Standard32 pagesEnglish languagee-Library read for1 day
This document specifies requirements for fire detection, alarm systems, equipment shutdown, information and communication systems, emergency brake systems and fire fighting systems 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 alerting staff and passengers to a fire, delaying the fire development and controlling the movement of smoke.
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 is applicable to railway vehicles specified in EN 45545-1:2013.
- Standard17 pagesEnglish languagee-Library read for1 day
IEC 61373:2026 specifies the requirements for testing items of equipment intended for use on railway vehicles which are subsequently subjected to vibrations and shock owing to the nature of railway operational environment. To gain assurance that the quality of the equipment is acceptable, it is exposed to tests of reasonable duration that simulate the service conditions seen throughout its expected life.
Simulated long-life testing can be achieved in a number of ways each having their associated advantages and disadvantages, the following being the most common:
a) amplification: where the amplitudes are increased and the time base decreased;
b) time compression: where the amplitude history is retained and the time base is decreased (increase of the frequency);
c) decimation: where time slices of the historical data are removed when the amplitudes are below a specified threshold value.
The amplification method as stated in item a) above, is used in this document and together with the publications referred to in Clause 2; it defines the default test procedure to be followed when vibration testing items for use on railway vehicles.
Whilst this document is primarily concerned with railway vehicles on fixed rail systems, its wider use is not precluded. For systems operating on pneumatic tyres, or other transportation systems such as trolleybuses, where the level of shock and vibration clearly differ from those obtained on fixed rail systems, specific test levels can be considered. In that case, the frequency spectra and the shock duration and amplitude are computed in compliance with the guidelines in Annex A.
Annex F provides the functional random vibration load that can be considered by the user for urban vehicles operating on pneumatic tyres.
This document applies to single axis testing. However, multi-axis testing is possible.
The anchoring bolts at the fixing point(s) of the equipment are not evaluated in this document.
This document is intended to evaluate equipment which is attached to the main structure of the vehicle (and components mounted thereon). It is not intended to test equipment which forms part of the main structure. Main structure in the sense of this document means car body, bogie and axle.
The following items are out of scope of this document:
– the traction motors for railway vehicles;
– any mechanical substructure not equipped with electrical, electronic or pneumatic component.
Additional or special vibration tests for some specific equipment are not specified in this document, for example:
a) equipment mounted on, or linked to, items which are known to produce defined frequency excitation;
b) equipment such as pantographs, shoegear, or suspension components which are known to be exposed to specific shock and vibration excitation;
c) equipment intended for use in special operational environments as specified by the customer;
d) transportation and handling tests.
This third edition cancels and replaces the second edition published in 2010. This edition constitutes a technical revision.
This edition includes the following significant technical changes with respect to the previous edition:
a) consideration of specific ASD spectra from onboard measurements and certification limited to the specific case;
b) exclusion from the scope of applicability of traction motors and any substructure not equipped with electrical, electronic or pneumatic device;
c) clarification for order of testing and typical test sequence, taking into account the possibility of simultaneous multi-axis testing;
d) recommendation and guidance for removing resilient mounts of the equipment (if located between the equipment and the main structure) during the long-life test;
e) qualification of the fixture device used to attach the equipment to the test bench;
f) guidance for using a measuring point as a possibility to assess mechanical integrity;
g) change of the method to calculate the acceleration ratio which shall b
- Standard73 pagesEnglish languagesale 15% off
This document specifies requirements for fire detection, alarm systems, equipment shutdown, information and communication systems, emergency brake systems and fire fighting systems 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 alerting staff and passengers to a fire, delaying the fire development and controlling the movement of smoke.
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 is applicable to railway vehicles specified in EN 45545-1:2013.
- Standard17 pagesEnglish languagee-Library read for1 day
This document is applicable to safety-related electronic systems using for digital communication purposes a transmission system which was not necessarily designed for safety-related applications. For transmission systems where the risk of unauthorized access is not negligible, the document defines the interface to the applicable cybersecurity standards. Both safety-related equipment and non-safety-related equipment can be connected to the transmission system. This document gives the specific requirements needed to achieve safety-related communication between safety-related equipment connected to the transmission system, while the general system requirements including allocation of safety requirements and content of the safety case are defined in EN 50129. This document is not applicable to existing systems which had already been accepted prior to the release of this document. However, so far as reasonably practicable, it is applicable to modifications and extensions to existing systems, subsystems and equipment. This document does not specify: - the transmission system; - equipment connected to the transmission system; - solutions (e.g. for interoperability); - which kind of data are safety-related and which are not. A safety-related equipment connected through an open transmission system can be subjected to many different cybersecurity threats, against which an overall program is defined encompassing management, technical and operational aspects.
- Standard64 pagesEnglish languagee-Library read for1 day
This document specifies the characteristics of wheels for all heavy rail track gauges.
This document applies to heavy rail vehicles and applies, in principle, to other vehicles such as urban rail vehicles. Five steel grades, ER6, ER7, ER8, ERS8 and ER9, are defined in this document.
NOTE 1 Steel grade ERS8 has been introduced in this document as an optimization of steel grades ER8 and ER9 due to contact fatigue (RCF), taking into account service feedback from Europe, for example, BS 5892-3 in force in the United Kingdom.
Some features are provided as a Category 1 or Category 2 function.
The requirements defined in this document apply to cylindrical bores. Most requirements also apply to wheels with tapered bores. Specific requirements for tapered bores (e.g. geometrical dimensions, etc.) are defined in the technical specification.
This document applies to monobloc wheels in vacuum degassed steel, forged and rolled, with surface treated rims, which have already been the subject of extensive commercial applications on a European network or have complied with a technical approval procedure according to EN 13979-1:2020 to validate their design.
Annex A describes the evaluation process for accepting new materials that are not included in this document.
This document defines the requirements to be met for wheels; the technical approval procedure is not part of the scope of this document.
NOTE 2 A "surface-treated rim" is achieved by heat treatment which aims to harden the rim and create compressive residual stress.
- Standard58 pagesEnglish languagee-Library read for1 day
IEC 60310:2026 specifies the terms and definitions, classification, service conditions, characteristics and test methods for transformers and inductors on board rolling stock. This document is applicable to traction and auxiliary power transformers installed on board rolling stock and to the various types of power inductors inserted in the traction and auxiliary circuits of rolling stock, of dry or liquid-immersed design. This document is also applicable to the traction transformers of three-phase AC line-side powered vehicles and to the transformers inserted in the single-phase or polyphase auxiliary circuits of vehicles, after agreement between purchaser and manufacturer. This document does not apply to instrument transformers, transformers of a rated output below 1 kVA single-phase or 5 kVA poly-phase, and inductors of a rated output below 1 kVAR single-phase or 5 kVAR poly-phase on board rolling stock. This document does not cover accessories such as tap changers, resistors, heat exchangers, fans, etc., intended for mounting on transformers or inductors, which are tested separately according to the relevant rules. This fifth edition cancels and replaces the fourth edition published in 2016. This edition constitutes a technical revision. This edition includes the following significant technical changes with respect to the previous edition: a) typical circuits for transformer and inductors are added; b) letter symbols for cooling methods are added; c) dielectric test table is modified; d) subclauses for the tests of transformers and inductors are restructured; e) temperature test for dry type transformer and dry type inductors are separated in different subclauses; f) requirements for shock and vibration tests are updated according to IEC 61373:20.
- Standard81 pagesEnglish languagee-Library read for1 day
This document specifies the characteristics of wheels for all heavy rail track gauges.
This document applies to heavy rail vehicles and applies, in principle, to other vehicles such as urban rail vehicles. Five steel grades, ER6, ER7, ER8, ERS8 and ER9, are defined in this document.
NOTE 1 Steel grade ERS8 has been introduced in this document as an optimization of steel grades ER8 and ER9 due to contact fatigue (RCF), taking into account service feedback from Europe, for example, BS 5892-3 in force in the United Kingdom.
Some features are provided as a Category 1 or Category 2 function.
The requirements defined in this document apply to cylindrical bores. Most requirements also apply to wheels with tapered bores. Specific requirements for tapered bores (e.g. geometrical dimensions, etc.) are defined in the technical specification.
This document applies to monobloc wheels in vacuum degassed steel, forged and rolled, with surface treated rims, which have already been the subject of extensive commercial applications on a European network or have complied with a technical approval procedure according to EN 13979-1:2020 to validate their design.
Annex A describes the evaluation process for accepting new materials that are not included in this document.
This document defines the requirements to be met for wheels; the technical approval procedure is not part of the scope of this document.
NOTE 2 A "surface-treated rim" is achieved by heat treatment which aims to harden the rim and create compressive residual stress.
- Standard58 pagesEnglish languagee-Library read for1 day
This document defines technical criteria and control procedures which are satisfied by hollow sleepers and bearers used in ballasted track with Vignole rails. The hollow sleepers and bearers designed for ballasted track can also be used in ballastless track. In this case, the requirements are defined by the customer.
- Standard23 pagesEnglish languagee-Library read for1 day
This part of EN 16432 series specifies how to integrate the particular aspects of ballastless track systems for attenuation of vibration into the system and subsystem design and component configuration according to EN 16432-2:2017.
The general system and subsystem design requirements are assigned from EN 16432-1:2017.
Additional noise and vibration requirements can be project specific and are not provided by this document. Acoustic requirements are considered as input for the track design from the acoustic design. The acoustic design and the track design affect each other and may require an iterative overall design process.
The range of applicability covers all kind of rail systems including Urban Rail systems.
- Standard32 pagesEnglish languagee-Library read for1 day
The scope of this document is the definition of the functional interface between the TDC and other train systems. These "Other Train Systems" are the train systems interfacing with the TDC excluding the displays (CLC/TR 50542-2), ETCS/STM onboard (Subset-121) and already designed class B ATP systems. The functional interface deals with data exchanged between the TDC and these train systems as shown in Figure 1. The TDC is defined in document CLC/TR 50542-1. (...)
- Technical report11 pagesEnglish languagee-Library read for1 day
IEC 61375-1:2026 applies to the architecture of data communication systems in open trains, i.e. it covers the architecture of a communication system for the data communication between vehicles of the said open trains, the data communication within the vehicles and the data communication from train to the ground. The applicability of IEC 61375-1 to the train network technologies allows for interoperability of individual vehicles within open trains in international traffic. The data communication systems inside vehicles are given as recommended solutions to cope with the said TCN. In any case, proof of compatibility between a proposed train backbone and a proposed consist network will have to be brought by the supplier. IEC 61375-1 might be additionally applicable to closed trains and multiple unit trains when so agreed between purchaser and supplier. This fourth edition cancels and replaces the third edition published in 2012. This edition constitutes a technical revision.
This edition includes the following significant technical changes with respect to the previous edition:
a) Extension of train backbone topologies: aggregated and segregated topology;
b) Added independent consist orientation check with segregated train backbone topology;
c) Introduction of wireless technologies: wireless train backbone and wireless consist network;
d) Possibility of virtual networks;
e) Definition of data classes and protocol requirements suitable for the OMTS domain;
f) New clause about cybersecurity in train communication networks.
- Standard66 pagesEnglish languagee-Library read for1 day
This document specifies the general requirements relating to the design of ballastless track systems, including configuration of ballastless track system, subsystems and components requirements, and other related interfaces.
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This document is applicable to all electronic equipment for control, regulation, protection, diagnostic, energy supply installed on railway vehicles and any relevant elements of rolling stock subsystems (e.g. external doors, On-Board ETCS functionality, wheel slide protection).
For the purpose of this document, electronic equipment is defined as equipment composed of electronic components (e.g. resistors, capacitors, transistors, diodes, integrated circuits, hybrids, application specific integrated circuits, wound components and relays), and recognized associated components (e.g. connectors, mechanical parts). These components are mainly mounted on printed circuit boards.
Sensors (e.g. current, voltage, speed) and semiconductor drive units for power electronic devices are covered by this document. Complete semiconductor drive units and power converters are covered by EN 61287 1.
This document covers the requirements for operating conditions, design, documentation, testing and integration of electronic equipment, as well as hardware and software requirements considered necessary for compliant and reliable equipment.
Specific requirements related to practices necessary to ensure defined safety integrity level or functional safety are not covered by this document. Nevertheless, this document is applicable to the hardware of all rolling stock electronic equipment or systems performing safety-related functions.
The software development requirements for on-board railway equipment are specified by EN 50716.
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This document specifies the requirements for the rescue coupler for train sets compliant with the Technical Specification for Interoperability Locomotives and Passenger rolling stock (TSI Loc & Pas).
This document defines the rescue coupler foreseen to connect rescue vehicle equipped with draw hook, according to EN 15566 together with the train to be rescued equipped with Type 10 automatic coupler according to EN 16019.
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This part of EN 16432 series specifies how to integrate the particular aspects of ballastless track systems for attenuation of vibration into the system and subsystem design and component configuration according to EN 16432-2:2017.
The general system and subsystem design requirements are assigned from EN 16432-1:2017.
Additional noise and vibration requirements can be project specific and are not provided by this document. Acoustic requirements are considered as input for the track design from the acoustic design. The acoustic design and the track design affect each other and may require an iterative overall design process.
The range of applicability covers all kind of rail systems including Urban Rail systems.
- Standard32 pagesEnglish languagee-Library read for1 day
This document specifies requirements and guidelines for:
the design parameters to be provided to the heating, ventilation and air conditioning (HVAC) unit manufacturer by the rolling stock manufacturer (“Customer”) and the railway operator,
the test and inspection items, requirements and methods used by the HVAC unit manufacturer to verify that the HVAC unit conforms with the design parameters.
This document is applicable to HVAC units for the passenger area and driver’s cabs in urban (metro, tramway), suburban, regional and main line vehicles.
- Standard77 pagesEnglish languagee-Library read for1 day
This document specifies the requirements for the rescue coupler for train sets compliant with the Technical Specification for Interoperability Locomotives and Passenger rolling stock (TSI Loc & Pas).
This document defines the rescue coupler foreseen to connect rescue vehicle equipped with draw hook, according to EN 15566 together with the train to be rescued equipped with Type 10 automatic coupler according to EN 16019.
- Standard20 pagesEnglish languagee-Library read for1 day
This document defines, for the purpose of ensuring compatibility between rolling stock and track circuits, the limits for interference current emissions from rolling stock. The measurement and evaluation methods for verifying conformity of rolling stock to these limits are presented in a dedicated annex.
The interference limits are only applicable to rolling stock that is intended to run on lines exclusively equipped with preferred track circuits listed in this document. The rolling stock test methodology (infrastructure conditions, test configurations, operational conditions, etc.) presented in this document is applicable to establish compatibility with any track circuits.
This document gives guidance on the derivation of interference current limits specified for rolling stock and defines measurement methods and evaluation criteria in a dedicated annex.
This document defines:
a) a set of interference current limits for RST (Rolling Stock) applicable for each of the following types of traction system:
1) DC (750 V, 1,5 kV and 3 kV);
2) 16,7 Hz AC;
3) 50 Hz AC;
b) a methodology for the demonstration of compatibility between rolling stock and track circuits;
c) a measurement method to verify interference current limits and evaluation criteria.
NOTE 1 The basic parameters of track circuits associated with the interference current limits for RST are not in the scope of this document.
NOTE 2 Any phenomena linked to traction power supply and associated protection (over voltage, short-circuit current, under- and over-voltage if regenerative brakes are used) is part of the track circuit design and outside the scope of this document.
- Technical specification32 pagesEnglish languagee-Library read for1 day
This document is applicable to all electronic equipment for control, regulation, protection, diagnostic, energy supply installed on railway vehicles and any relevant elements of rolling stock subsystems (e.g. external doors, On-Board ETCS functionality, wheel slide protection). For the purpose of this document, electronic equipment is defined as equipment composed of electronic components (e.g. resistors, capacitors, transistors, diodes, integrated circuits, hybrids, application specific integrated circuits, wound components and relays), and recognized associated components (e.g. connectors, mechanical parts). These components are mainly mounted on printed circuit boards. Sensors (e.g. current, voltage, speed) and semiconductor drive units for power electronic devices are covered by this document. Complete semiconductor drive units and power converters are covered by EN 61287 1. This document covers the requirements for operating conditions, design, documentation, testing and integration of electronic equipment, as well as hardware and software requirements considered necessary for compliant and reliable equipment. Specific requirements related to practices necessary to ensure defined safety integrity level or functional safety are not covered by this document. Nevertheless, this document is applicable to the hardware of all rolling stock electronic equipment or systems performing safety-related functions. The software development requirements for on-board railway equipment are specified by EN 50716.
- Standard112 pagesEnglish languagee-Library read for1 day
This document specifies requirements and guidelines for:
the design parameters to be provided to the heating, ventilation and air conditioning (HVAC) unit manufacturer by the rolling stock manufacturer (“Customer”) and the railway operator,
the test and inspection items, requirements and methods used by the HVAC unit manufacturer to verify that the HVAC unit conforms with the design parameters.
This document is applicable to HVAC units for the passenger area and driver’s cabs in urban (metro, tramway), suburban, regional and main line vehicles.
- Standard77 pagesEnglish languagee-Library read for1 day
This document defines, for the purpose of ensuring compatibility between rolling stock and track circuits, the limits for interference current emissions from rolling stock. The measurement and evaluation methods for verifying conformity of rolling stock to these limits are presented in a dedicated annex. The interference limits are only applicable to rolling stock that is intended to run on lines exclusively equipped with preferred track circuits listed in this document. The rolling stock test methodology (infrastructure conditions, test configurations, operational conditions, etc.) presented in this document is applicable to establish compatibility with any track circuits. This document gives guidance on the derivation of interference current limits specified for rolling stock and defines measurement methods and evaluation criteria in a dedicated annex. This document defines: a) a set of interference current limits for RST (Rolling Stock) applicable for each of the following types of traction system: 1) DC (750 V, 1,5 kV and 3 kV); 2) 16,7 Hz AC; 3) 50 Hz AC; b) a methodology for the demonstration of compatibility between rolling stock and track circuits; c) a measurement method to verify interference current limits and evaluation criteria. NOTE 1 The basic parameters of track circuits associated with the interference current limits for RST are not in the scope of this document. NOTE 2 Any phenomena linked to traction power supply and associated protection (over voltage, short-circuit current, under- and over-voltage if regenerative brakes are used) is part of the track circuit design and outside the scope of this document.
- Technical specification32 pagesEnglish languagee-Library read for1 day
IEC 61375-1:2026 applies to the architecture of data communication systems in open trains, i.e. it covers the architecture of a communication system for the data communication between vehicles of the said open trains, the data communication within the vehicles and the data communication from train to the ground. The applicability of IEC 61375-1 to the train network technologies allows for interoperability of individual vehicles within open trains in international traffic. The data communication systems inside vehicles are given as recommended solutions to cope with the said TCN. In any case, proof of compatibility between a proposed train backbone and a proposed consist network will have to be brought by the supplier. IEC 61375-1 might be additionally applicable to closed trains and multiple unit trains when so agreed between purchaser and supplier. This fourth edition cancels and replaces the third edition published in 2012. This edition constitutes a technical revision. This edition includes the following significant technical changes with respect to the previous edition: a) Extension of train backbone topologies: aggregated and segregated topology; b) Added independent consist orientation check with segregated train backbone topology; c) Introduction of wireless technologies: wireless train backbone and wireless consist network; d) Possibility of virtual networks; e) Definition of data classes and protocol requirements suitable for the OMTS domain; f) New clause about cybersecurity in train communication networks.
- Standard66 pagesEnglish languagee-Library read for1 day
This document specifies a practical procedure to create and verify distance-speed diagrams and speed curves using the parameters specified in ISO 24675-1, from which the shortest running time for railway timetabling is obtained by numerically integrating the speed curves. This document excludes running time calculation used for purposes other than timetabling.
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This document specifies requirements and guidelines for: the design parameters to be provided to the heating, ventilation and air conditioning (HVAC) unit manufacturer by the rolling stock manufacturer (“Customer”) and the railway operator, the test and inspection items, requirements and methods used by the HVAC unit manufacturer to verify that the HVAC unit conforms with the design parameters. This document is applicable to HVAC units for the passenger area and driver’s cabs in urban (metro, tramway), suburban, regional and main line vehicles.
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IEC 60310:2026 specifies the terms and definitions, classification, service conditions, characteristics and test methods for transformers and inductors on board rolling stock. This document is applicable to traction and auxiliary power transformers installed on board rolling stock and to the various types of power inductors inserted in the traction and auxiliary circuits of rolling stock, of dry or liquid-immersed design. This document is also applicable to the traction transformers of three-phase AC line-side powered vehicles and to the transformers inserted in the single-phase or polyphase auxiliary circuits of vehicles, after agreement between purchaser and manufacturer. This document does not apply to instrument transformers, transformers of a rated output below 1 kVA single-phase or 5 kVA poly-phase, and inductors of a rated output below 1 kVAR single-phase or 5 kVAR poly-phase on board rolling stock. This document does not cover accessories such as tap changers, resistors, heat exchangers, fans, etc., intended for mounting on transformers or inductors, which are tested separately according to the relevant rules. This fifth edition cancels and replaces the fourth edition published in 2016. This edition constitutes a technical revision.
This edition includes the following significant technical changes with respect to the previous edition:
a) typical circuits for transformer and inductors are added;
b) letter symbols for cooling methods are added;
c) dielectric test table is modified;
d) subclauses for the tests of transformers and inductors are restructured;
e) temperature test for dry type transformer and dry type inductors are separated in different subclauses;
f) requirements for shock and vibration tests are updated according to IEC 61373:20.
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This document specifies basic requirements for the braking of trains hauled by locomotives.
This document is applicable for trains hauled by locomotives and vehicles intended for use in general operation or in fixed or predefined formation.
NOTE This ensures technical compatibility of the brake function between vehicles of various origins in a train (see 5.4).
If concerned, the EN-UIC brake architecture described in this document (see 5.4) is also applicable to brakes for multiple unit train and high speed trains and urban rail described in the EN 16185 series and the EN 15734 series and the EN 13452 series respectively.
This document also takes into account electrical and electronic control functions and additional brake systems like dynamic brakes and adhesion independent brakes.
The brake system requirements, which are specific for railbound construction and maintenance machines are set out in EN 14033-1.
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This document specifies basic requirements for the braking of trains hauled by locomotives.
This document is applicable for trains hauled by locomotives and vehicles intended for use in general operation or in fixed or predefined formation.
NOTE This ensures technical compatibility of the brake function between vehicles of various origins in a train (see 5.4).
If concerned, the EN-UIC brake architecture described in this document (see 5.4) is also applicable to brakes for multiple unit train and high speed trains and urban rail described in the EN 16185 series and the EN 15734 series and the EN 13452 series respectively.
This document also takes into account electrical and electronic control functions and additional brake systems like dynamic brakes and adhesion independent brakes.
The brake system requirements, which are specific for railbound construction and maintenance machines are set out in EN 14033-1.
- Standard83 pagesEnglish languagee-Library read for1 day
This document 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 document 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.
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This document includes the following significant technical changes with respect to IEC 62589 and the former IEC 62590:
a) Reduction of the requirements for uncontrolled rectifiers only;
b) Interface model for the different systems connected;
c) Energy efficiency addressed.
This part of IEC 62590 describes functions and working principles, specifies requirements, interfaces and test methods of uncontrolled rectifiers for DC electric traction power supply systems. Uncontrolled rectifiers connect a 3AC power network with a DC electric traction system with a unidirectional power flow using diode assemblies.
The coordination between the transformer and the rectifier diode assembly is included.
This document applies to fixed installations of following electric traction power supply systems:
• railway networks;
• metropolitan transport networks including metros, tramways, trolleybuses and fully automated transport systems, magnetic levitated transport systems, electric road systems.
This first edition of IEC 62590-2-1, in conjunction with the other parts of the IEC 62590 series, cancels and replaces the first edition of IEC 62589 published in 2010 and the second edition of IEC 62590 published in 2019.
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IEC 61375-1:2026 applies to the architecture of data communication systems in open trains, i.e. it covers the architecture of a communication system for the data communication between vehicles of the said open trains, the data communication within the vehicles and the data communication from train to the ground. The applicability of IEC 61375-1 to the train network technologies allows for interoperability of individual vehicles within open trains in international traffic. The data communication systems inside vehicles are given as recommended solutions to cope with the said TCN. In any case, proof of compatibility between a proposed train backbone and a proposed consist network will have to be brought by the supplier. IEC 61375-1 might be additionally applicable to closed trains and multiple unit trains when so agreed between purchaser and supplier. This fourth edition cancels and replaces the third edition published in 2012. This edition constitutes a technical revision.
This edition includes the following significant technical changes with respect to the previous edition:
a) Extension of train backbone topologies: aggregated and segregated topology;
b) Added independent consist orientation check with segregated train backbone topology;
c) Introduction of wireless technologies: wireless train backbone and wireless consist network;
d) Possibility of virtual networks;
e) Definition of data classes and protocol requirements suitable for the OMTS domain;
f) New clause about cybersecurity in train communication networks.
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